System and method for vehicle communication, vehicle control, and/or route inspection

ABSTRACT

In a system and method for communicating data between first and second vehicles, a first electronic component in the first vehicle is monitored to determine if the component is in (or enters) a failure state. In the failure state, the first electronic component is unable to perform a designated function. Upon determining the failure state, data is transmitted from the first vehicle to a second electronic component on the second vehicle, over a communication channel linking the first vehicle and the second vehicle. The second electronic component is operated based on the transmitted data, with the second electronic component performing the designated function that the first electronic component is unable to perform.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.14/525,326, which was filed on 28 Oct. 2014, which is a continuation ofU.S. patent application Ser. No. 14/152,517, which was filed on 10 Jan.2014 and issued as U.S. Pat. No. 8,903,574 on 2 Dec. 2014 (the “'517application”).

The '517 application is a continuation-in-part of U.S. patentapplication Ser. No. 12/908,214, which was filed on 20 Oct. 2010 (the“'214 application”), now U.S. Pat. No. 8,645,010 issued 4 Feb. 2014, andis a continuation-in-part of U.S. patent application Ser. No.13/339,008, which was filed on 28 Dec. 2011 (the “'008 application”),now abandoned, and is a continuation-in-part of U.S. patent applicationSer. No. 13/478,388, which was filed on 23 May 2012 (the “'388application”), now abandoned.

The '214 application claims priority to U.S. Provisional ApplicationSer. No. 61/253,877, which was filed on 22 Oct. 2009 (the “'877application”).

The entire disclosures of the '517 application, the '214 application,the '877 application, the '008 application, and the '388 application areincorporated by reference.

FIELD

The subject matter described herein relates to data communications,including but not limited to data communications in a locomotive consistor other vehicle consist.

BACKGROUND

A locomotive “consist” is a group of two or more locomotives that aremechanically coupled or linked together to travel along a route. Trainsmay have one or more locomotive consists. Locomotives in a consistinclude a lead locomotive and one or more trail locomotives. A trainwill have at least one lead consist, and may also have one or moreremote consists positioned further back in the train. More generally, a“vehicle consist” is a group of locomotives or other vehicles that aremechanically coupled or linked together to travel along a route, e.g.,the route may be defined by a set of one or more rails, with eachvehicle in the consist being adjacent to one or more other vehicles inthe consist.

A locomotive will typically include a number of differentelectro-mechanical and electrical systems. These systems include aplurality of different electronic components, which process or otherwiseutilize data/information for locomotive operational purposes. Examplesof electronic components in a locomotive include data and voice radiosand other communication equipment, positioning equipment (e.g., GPScomponents), data and video recorders, engine control systems,navigation equipment, and on-board computer and other computer systems.

Certain electrical components may be part of a critical or vital systemin a locomotive. In a critical or vital system, one or more functions ofthe system must be performed with a very low likelihood of failure,and/or with a very long projected mean time between system failures, forsafety purposes or otherwise. To achieve this, for those electroniccomponents that carry out a vital function, a locomotive must beoutfitted with redundant electronic components. This can greatlyincrease the costs associated with implementing vital systems in alocomotive. Additionally, even with redundant components in alocomotive, a vital system is still subject to failure if both theprimary and redundant components fail.

Some vehicles in a consist may be outfitted with various functionalcomponents, such as throttling, steering and braking systems, as well astraction control systems and air compressor systems that facilitateoperation of the components and systems of the consist. In connectionwith these systems, one or more rail vehicles in a rail vehicle consistmay contain non-propulsion consumable resources that are utilized by oneor more of these systems. For example, certain vehicles in the consistmay carry sand or other tractive material in sand reservoirs or hoppersthat is dispensed during travel to increase tractive effort. Inparticular, at various times throughout travel of the consist, sand maybe dispensed from one or more of the rail vehicles onto the rail of thetrack to increase adhesion between the wheels of the rail vehicle andthe track. Additionally, certain locomotives or other vehicles mayinclude an air compressor for pressurizing air to be used for use withone or more operational systems, such as braking systems and tractiveeffort systems, as is known in the art.

Throughout travel, however, one or more vehicles may be exhausted oftheir consumable resources before other vehicles in the consist as aresult of various operational demands. Moreover, throughout many cyclesof use over an extended period of time, such tractive effort systems andair compressor systems may begin to exhibit signs of wear, requiringservice or replacement. As will be appreciated, however, a system on onerail vehicle may exhibit wear at a different time, e.g., sooner orlater, than the same type of system on another vehicle based upondiffering frequencies of use. Accordingly, there is a need for a systemand method for vehicle control that are different from systems andmethods currently available.

Additionally, some known inspection systems are used to examine routestraveled by vehicles for damage. For example, a variety of handheld,trackside, and vehicle mounted systems are used to examine railroadtracks for damage, such as cracks, pitting, or breaks. These systems areused to identify damage to the tracks prior to the damage becomingsevere enough to cause accidents by vehicles on the tracks. Once thesystems identify the damage, maintenance can be scheduled to repair orreplace the damaged portion of the tracks.

Some known handheld inspection systems are carried by a human operatoras the operator walks alongside the route. Such systems are relativelyslow and are not useful for inspecting the route over relatively longdistances. Some known trackside inspection systems use electroniccurrents transmitted through the rails of a track to inspect for brokenrails. But, these systems are fixed in location and may be unable toinspect for a variety of other types of damage to the track other thanbroken rails.

Some known vehicle mounted inspection systems use sensors coupled to avehicle that travels along the route. The sensors obtain ultrasound oroptic data related to the route. The data is later inspected todetermine damage to the route. But, some of these systems involvespecially designed vehicles in order to obtain the data from the route.These vehicles are dedicated to inspecting the route and are not usedfor transferring large amounts of cargo or passengers long distances.Consequently, these types of vehicles add to the cost and maintenance ofa fleet of vehicles without contributing to the capacity of the fleet toconvey cargo or passengers.

Others of these types of vehicle mounted systems may be limited by usingonly a single type of sensor. Still others of these vehicle mountedinspection systems are limited in the types of sensors that can be useddue to the relatively fast travel of the vehicles. For example, somesensors may require relatively slow traveling vehicles, which may beappropriate for specially designed vehicles but not for other vehicles,such as cargo or passenger trains having the sensors mounted thereto.The specially designed vehicles can be relatively expensive and add tothe cost and maintenance of a fleet of vehicles.

BRIEF DESCRIPTION

In an embodiment, a system comprises a first radio communication unitconfigured to be disposed onboard a first vehicle, and a second radiocommunication unit configured to be disposed onboard a second vehicle.The first radio communication unit and the second radio communicationunit are configured to wirelessly communicate command data between thefirst vehicle and the second vehicle, the command data includinginformation used to remotely control movement operations of the secondvehicle from the first vehicle as the first vehicle and the secondvehicle travel together as a group.

In another embodiment, a method comprises generating command dataonboard a first vehicle that travels along a road with a second vehiclein a group; wirelessly communicating the command data from the firstvehicle to the second vehicle via a first radio communication unitonboard the first vehicle and a second radio communication unit onboardthe second vehicle; and remotely controlling movement operations of thesecond vehicle from the first vehicle as the first vehicle and thesecond vehicle travel together as the group.

In another embodiment, a system comprises a first radio communicationunit configured to be disposed onboard a first vehicle traveling along aroad, and a first electronic component configured to be disposed onboardthe first vehicle and to process one or more of operational data, voicedata, or command data according to a first function to controloperations of the first vehicle. The system further comprises a secondradio communication unit configured to be disposed onboard a secondvehicle traveling along the road, the first vehicle and the secondvehicle traveling along the road together in a group formed by awireless communication link between the first radio communication unitand the second radio communication unit, and a second electroniccomponent configured to be disposed onboard the second vehicle and toprocess the one or more of the operational data, voice data, or commanddata according to the first function to control operations of the secondvehicle. Responsive to the first electronic component entering a failurestate, the second electronic component is configured to receive the oneor more of operational data, voice data, or command data from the firstradio communication unit, to process the one or more of operationaldata, voice data, or command data according to the first function, andto direct the second radio communication unit to communicate the one ormore of operational data, voice data, or command data that is processedonboard the second vehicle to the first vehicle.

In another embodiment, a system comprises a first radio communicationunit configured to be disposed onboard a first vehicle, the first radiocommunication unit configured to wirelessly communicate command datawith a second radio communication unit disposed onboard a secondvehicle, the command data including information used to remotely controlmovement operations of the second vehicle from the first vehicle as thefirst vehicle and the second vehicle travel together as a group.

BRIEF DESCRIPTION OF THE DRAWINGS

The inventive subject matter described herein will be better understoodfrom reading the following description of non-limiting embodiments, withreference to the attached drawings, wherein below:

FIG. 1 is a schematic diagram of a communication system forcommunicating data in a vehicle consist, according to an embodiment ofthe inventive subject matter;

FIG. 2 is a schematic diagram of a multiple unit (MU) cable bus in avehicle, shown in the context of the communication system of FIG. 1;

FIGS. 3 and 7 are schematic diagram of MU cable jumpers;

FIG. 4 is a schematic diagram of a router transceiver unit according toan embodiment of the inventive subject matter;

FIG. 5 is a schematic diagram illustrating the functionality of a signalmodulator module portion of a router transceiver unit, according to anembodiment of the inventive subject matter;

FIG. 6 is a circuit diagram of another embodiment of a routertransceiver unit;

FIGS. 8A-8C and 9A-9C are schematic diagrams and flowcharts of varioussystems and methods, respectively, for communicating data in a vehicleconsist for inter-consist equipment sparing and redundancy, according toadditional embodiments of the inventive subject matter;

FIG. 10 is a schematic diagram of an additional embodiment of the systemshown in FIG. 8A;

FIG. 11 is a schematic diagram of an additional embodiment of thesystems/methods shown in FIGS. 8A-10;

FIGS. 12-14 are schematic diagrams of a vehicle consist, in each figureconfigured according to an embodiment of the inventive subject matter;

FIG. 15 is a schematic diagram of an embodiment of the communicationsystem implemented in conjunction with an electronically controlledpneumatic (ECP) train line;

FIG. 16 is a schematic diagram of an incremental notch secondarythrottle control system, according to another embodiment of theinventive subject matter;

FIG. 17 is a graph of step-wise throttle settings, according to anotherembodiment;

FIG. 18 is a schematic drawing of an exemplary vehicle;

FIG. 19 is a schematic drawing of an exemplary vehicle having a tractiveeffort system that utilizes non-propulsion consumable resources;

FIG. 20 is a block diagram of a system for vehicle control based onshared information of non-propulsion consumable resources, according toan embodiment of the inventive subject matter;

FIG. 21 is a flowchart illustrating a simplified subroutine of a methodfor vehicle control based on shared information of non-propulsionconsumable resources, according to an embodiment of the inventivesubject matter;

FIG. 22 is a flowchart illustrating a simplified control subroutine of amethod for vehicle control based on shared information of non-propulsionconsumable resources, according to an embodiment of the inventivesubject matter;

FIG. 23 is a schematic diagram of a vehicle system traveling along aroute in accordance with one embodiment of the inventive subject matter;

FIG. 24 illustrates one example of the vehicle system shown in FIG. 23approaching a damaged portion of the route shown in FIG. 23;

FIG. 25 illustrates one example of a leading sensor shown in FIG. 23 ofa sensing system shown in FIG. 24 passing over the damaged portion ofthe route as shown in FIG. 24;

FIG. 26 illustrates a trailing sensor of the sensing system shown inFIG. 24 subsequently passing over the damaged portion of the route asshown in FIG. 24;

FIG. 27 is a schematic diagram of one embodiment of the sensing systemshown in FIG. 24;

FIG. 28 is a schematic diagram of one embodiment of the vehicle shown inFIG. 23; and

FIG. 29 is a flowchart of one embodiment of a method for obtaininginspection data of a potentially damaged route.

DETAILED DESCRIPTION

Reference will be made below in detail to exemplary embodiments of theinventive subject matter, examples of which are illustrated in theaccompanying drawings. Wherever possible, the same reference numeralsused throughout the drawings refer to the same or like parts. Althoughexemplary embodiments of the inventive subject matter are described withrespect to trains, locomotives, and other rail vehicles, embodiments ofthe inventive subject matter are also applicable for use with vehiclesgenerally, such as off-highway vehicles (e.g., vehicles that are notdesigned or permitted to travel on public roadways), agriculturalvehicles, and/or transportation vehicles, each of which may include avehicle consist. As noted above, a vehicle consist is a group oflocomotives or other vehicles that are mechanically coupled or linkedtogether to travel along a route, with each vehicle in the consist beingadjacent to one or more other vehicles in the consist.

Embodiments of the inventive subject matter relate to systems (e.g.,system 200, 270) and methods for communicating data in a locomotiveconsist or other vehicle consist, for inter-consist equipment sparingand redundancy. With initial reference to FIGS. 8A and 9A-9C inoverview, an embodiment of the method comprises, at step 210 a,receiving, at a second vehicle 208 b in a vehicle consist 206, firstdata 216 related to a first vehicle 208 a in the vehicle consist. (Data“related” to a vehicle means data originating from the vehicle, and/ordata addressed to other otherwise intended for the vehicle, and/or dataabout the vehicle, and/or data used as a basis, indirect or direct, forcontrolling the vehicle.) The vehicle consist 206 comprises at least thefirst vehicle 208 a and the second vehicle 208 b, with each vehicle 208a, 208 b, 208 c in the consist being adjacent to and mechanicallycoupled with one or more other vehicles in the consist. The firstvehicle and the second vehicle are linked by a communication channel(e.g., wireless or wired). As indicated at step 210 b, the methodfurther comprises, in a second electronic component 212 b on board thesecond vehicle 208 b, processing the first data 216 according to afunction unavailable to the first vehicle 208 a. (An “unavailable”function is one which the first vehicle is unable to perform, due to thefirst vehicle not being equipped to perform the function or due to afailure, e.g., of an electronic component, on board the first vehicle.)

In another embodiment, with reference to FIG. 9B, the method furthercomprises a step 210 c of transmitting second data 222 from the secondvehicle 208 b to the first vehicle 208 a over the communication channel.Alternatively, the second data 222 may be transmitted from the secondvehicle to a destination other than the first vehicle, such as anoff-consist location. The second data 222 relates to the first data asprocessed according to the function unavailable to the first vehicle.

In another embodiment, with reference to FIG. 9C, a method comprises astep 210 d of determining that a first electronic component 212 a in thefirst vehicle 208 a of the vehicle consist 206 is in a failure state.“Failure state,” or characterizing an electronic component as “havingfailed” or “has failed,” refers to a state or condition of the firstelectronic component 212 a where the first electronic component 212 a isunable to perform a designated function, including being unable toperform the function at all, or being unable to perform the function ina manner that meets designated performance requirements. Upondetermining the failure state, at step 210 e, first data 216 istransmitted from the first vehicle 208 a to a second electroniccomponent 212 b on the second vehicle 208 b, over a cable bus 218 orother communication channel (e.g., wireless) linking the first vehicleand the second vehicle. The first data 216 may be data related to thefirst vehicle 208 a, such as data that was intended or designated forreceipt and/or processing by the first electronic component 212 a and/orcontrol data (e.g., control instructions) originating from the firstvehicle and used for controlling the second electronic component 212 b,and/or other data. At step 210 f, the second electronic component 212 bis operated based on the first data 216 (e.g., it performs some functionon or according to the data), for performing the designated functionthat the first electronic component 212 a is unable to perform.

In this manner, the sparing and redundancy system 200 is able to remote“spare” or “swap” equipment between locomotives or other vehicles in aconsist. If an electronic component connected to the cable bus or othercommunication channel (which in one embodiment is configured as part ofa network, as described above) fails in one vehicle, a similarelectronic component in another vehicle is used instead, throughcoordination of control functions and transfer of data over the cablebus or other communication channel (e.g., network) as facilitated by thecontrol coordination systems. Advantageously, this provides a higherdegree of dispatch reliability and lower costs to equip a locomotive orother vehicle, since each vehicle will not require redundant equipment.The redundancy is automatically provided by having multiple vehicles inthe consist. (An electronic component is “similar” to another electroniccomponent if it can perform one or more functions of the otherelectronic component, such as the designated function the failedcomponent is unable to perform, within designated tolerance/performancelevels.)

In the system(s) and method(s) for inter-consist equipment sparing andredundancy, data is transmitted between locomotives or other vehicles ina consist, over a communication channel linking the vehicles in theconsist. The communication channel may be implemented using wirelesstechnology (e.g., each vehicle is outfitted with a radio transceiver), acommunication system such as described below in regards to FIGS. 1-6, oranother type of electrical cable system (e.g., electrical conductorsthat extend between and interconnect the vehicles for communicationpurposes). The communication system of FIGS. 1-6 will now be describedin detail, as one example. The system and method for inter-consistequipment sparing and redundancy is further described below.

FIG. 1 shows a communication system 10 and method for communicating datain a locomotive consist 12. The consist comprises a group of vehicles 18a-18 c (e.g., locomotives) that are mechanically coupled or linkedtogether to travel along a railway 14. In the system 10, network orother data 16 is transmitted from one locomotive 18 a in the consist 12(e.g., a lead locomotive 18 a) to another locomotive 18 b in the consist(e.g., a trail locomotive 18 b). As used herein, the term “leading” ismeant to indicate that the vehicle, sensor, or other component travelsover a location along the route ahead of (e.g., before) another vehicle,sensor, or other component (e.g., a “trailing” sensor, vehicle, orcomponent) for a direction of travel. Each locomotive 18 a-18 c isadjacent to and mechanically coupled with another locomotive in theconsist 12 such that all locomotives in the consist are connected.“Network data” 16 refers to data that is packaged in packet form,meaning a data packet that comprises a set of associated data bits 20.(Each data packet may include a data field 22 and a network address orother address 24 uniquely associated with a computer unit or otherelectronic component in the consist 12.) The network data 16 istransmitted over a locomotive multiple unit (MU) cable bus 26. The MUcable bus 26 is an existing electrical bus interconnecting the leadlocomotive 18 a and the trail locomotives 18 b, 18 c in the consist. TheMU cable bus 26 is used in the locomotive consist 12 for transferringnon-network control information 28 between locomotives in the consist.“Non-network” control information 28 refers to data or otherinformation, used in the locomotive consist for control purposes, whichis not packet data. In another aspect, non-network control information28 is not packet data, and does not include recipient network addresses.In another aspect, non-network control information is low bandwidth orvery low bandwidth data.

In another embodiment, as discussed in more detail below, the networkdata 16 is converted into modulated network data 30 for transmissionover the MU cable bus 26. The modulated network data 30 is orthogonal tothe non-network control information 28 transferred between locomotivesover the MU cable bus 26, to avoid interference. At recipient/subsequentlocomotives, the modulated network data 30 is received over the MU cablebus 26 and de-modulated for use by a locomotive electronic component 32a, 32 b, 32 c. For these functions, the communication system 10 maycomprise respective router transceiver units 34 a, 34 b, 34 c positionedin the lead locomotive 18 a and each of the trail or remote locomotives18 b, 18 c in the locomotive consist 12.

One example of an MU cable bus 26 is shown in more detail in FIG. 2.Other configurations are possible, depending on the type of locomotiveinvolved. As noted above, the MU cable bus 26 is an existing electricalbus interconnecting the lead locomotive 18 a and the trail locomotives18 b, 18 c in the consist. In each locomotive, e.g., the lead locomotive18 a as shown in FIG. 2, the MU cable bus 26 comprises a front MU port36, a rear MU port 38, and an internal MU electrical system 40 thatconnects the front port 36 and the rear port 38 to one or moreelectronic components 32 a of the locomotive 18 a. In the illustratedexample, the internal MU electrical system 40 comprises a front terminalboard 42 electrically connected to the front MU port 36, a rear terminalboard 44 electrically connected to the rear MU port 38, a centralterminal board 46, and first and second electrical conduit portions 48,50 electrically connecting the central terminal board 46 to the frontterminal board 42 and the rear terminal board 44, respectively. The oneor more electronic components 32 a of the locomotive 18 a may beelectrically connected to the central terminal board 46, and thereby tothe MU cable bus 26 generally. Although the front MU port 36 and rear MUport 38 may be located generally at the front and rear of the locomotive18 a, this is not always the case, and designations such as “front,”“rear,” “central,” etc. are not meant to be limiting but are insteadprovided for identification purposes.

As shown in FIGS. 2 and 3, the MU cable bus 26 further comprises an MUcable jumper 52. The jumper 52 comprises first and second plug ends 54,56 and a flexible cable portion 58 electrically and mechanicallyconnecting the plug ends together. The plug ends 54, 56 fit into the MUports 36, 38. The MU cable jumper 52 may be electrically symmetrical,meaning either plug end can be attached to either port. The MU cablejumper 52 is used to electrically interconnect the internal MUelectrical systems 40 of adjacent locomotives 18 a, 18 b. As such, foreach adjacent pair of locomotives 18 a, 18 b, one plug end 54 of an MUcable jumper 52 is attached to the rear MU port 28 of the frontlocomotive 18 a, and the other plug end 56 of the MU cable jumper 52 isattached to the front MU port 36 of the rear locomotive 18 b. Theflexible cable portion 58 of the MU cable jumper 52 extends between thetwo plug ends, providing a flexible but secure electrical connectionbetween the two locomotives 18 a, 18 b.

Depending on the particular type and configuration of locomotive, theelectrical conduit portions 48, 50 and MU cable jumpers 52 may beconfigured in different manners, in terms of the number “n” (“n” is areal whole number equal to or greater than 1) and type of discreteelectrical pathways included in the conduit or jumper. In one example,each conduit portion 48, 50 and the jumper cable portion 58 comprises aplurality of discrete electrical wires, such as 12-14 gauge copperwires. In another example, the cable portion 58 (of the MU cable jumper52) comprises a plurality of discrete electrical wires, while theconduit portions 48, 50 each include one or more discrete electricalwires and/or non-wire electrical pathways, such as conductive structuralcomponents of the locomotive, pathways through or including electricalor electronic components, circuit board traces, or the like. Althoughcertain elements in FIG. 2 are shown as including “n” discreteelectrical pathways, it should be appreciated that the number ofdiscrete pathways in each element may be different, i.e., “n” may be thesame or different for each element.

As noted, the plug ends 54, 56 of the MU cable jumper 52 fit into the MUports 36, 38. For this purpose, the plug ends and MU ports arecomplementary in shape to one another, both for mechanical andelectrical attachment. The plug end 54, 56 may include a plurality ofelectrical pins, each of which fits into a corresponding electricalsocket in an MU port. The number of pins and sockets may depend on thenumber of discrete electrical pathways extant in the internal electricalconduits 40, MU cable jumpers 52, etc. In one example, each plug end 54,56 is a twenty seven-pin plug.

The central terminal board 46, front terminal board 42, and rearterminal board 44 each comprise an insulating base (attached to thelocomotive) on which terminals for wires or cables have been mounted.This provides flexibility in terms of connecting different electroniccomponents to the MU cable bus.

The MU cable bus 26 is used in the locomotive consist 12 fortransferring non-network control information 28 between locomotives 18a, 18 b, 18 c in the consist. As noted above, “non-network” controlinformation 28 is data or other information, used in the locomotiveconsist for control purposes, which is not packet data. In anotheraspect, non-network control information 28 is not packet data, and doesnot include recipient network addresses. In another aspect, non-networkcontrol information is low bandwidth or very low bandwidth. Thenon-network control information 28 is transmitted over the MU cable bus26 according to a designated voltage carrier signal (e.g., a 74 volton/off signal, wherein 0V represents a digital “0” value and +74 volts adigital “1” value or an analog signal 0 to 74 volts, wherein the 0 to 74volt voltage level may represent a specific level or percentage offunctionality). The non-network control information is transmitted andreceived using one or more electronic components 32 a-32 c in eachlocomotive that are configured for this purpose.

The term “MU cable bus” refers to the entire MU cable bus or anyportion(s) thereof, e.g., terminal boards, ports, jumper cable, conduitportions, and the like. As should be appreciated, when two locomotivesare connected via an MU cable jumper 52, both the MU cable jumper 52 andthe internal MU electrical systems 40 of the two locomotives togetherform the MU cable bus. As subsequent locomotives are attached usingadditional MU cable jumpers 52, those cable jumpers and the internal MUelectrical systems 40 of the subsequent locomotives also become part ofthe MU cable bus.

As indicated in FIG. 1, the locomotive consist 12 may be part of a train60 that includes the locomotive consist 12, a plurality of railcars 62,and possibly additional locomotives or locomotive consists (not shown).Each locomotive 18 a-18 c in the consist 12 is mechanically coupled toat least one other, adjacent locomotive in the consist 12, through acoupler 64. The railcars 62 are similarly mechanically coupled togetherand to the locomotive consist to form a series of linked vehicles. Thenon-network control information may be used for locomotive controlpurposes or for other control purposes in the train 60.

As discussed above, the communication system 10 may comprise respectiverouter transceiver units 34 a, 34 b, 34 c positioned in the leadlocomotive 18 a and each of the trail locomotives 18 b, 18 c in thelocomotive consist 12. The router transceiver units 34 a, 34 b, 34 c areeach electrically coupled to the MU cable bus 26. The router transceiverunits 34 a, 34 b, 34 c are configured to transmit and/or receive networkdata 16 over the MU cable bus 26. In one embodiment, each routertransceiver unit receives network data 16 from a computer unit or otherelectronic component 32 a, 32 b, 32 c in the locomotive consist 12, andmodulates the received network data 16 into modulated network data 30for transmission over the MU cable bus 26. Similarly, each routertransceiver unit 34 a, 34 b, 34 c receives modulated network data 30over the MU cable bus 26 and de-modulates the received modulated networkdata 30 into network data 16. “Modulated” means converted from one formto a second, different form suitable for transmission over the MU cablebus 26. “De-modulated” means converted from the second form back intothe first form. The modulated network data 30 is orthogonal to thenon-network control information 28 transferred between locomotives overthe MU cable bus 26. “Orthogonal” means that the modulated network datadoes not interfere with the non-network control information, and thatthe non-network control information does not interfere with themodulated network data (at least not to the extent that would corruptthe data). At recipient/subsequent locomotives, the modulated networkdata 30 is received over the MU cable bus 26 and de-modulated back intothe network data 16 for use by a locomotive electronic component 32 a,32 b, 32 c.

The network data 16 is data that is packaged in packet form, meaning adata packet that comprises a set of associated data bits 20. Each datapacket 20 may include a data field 22 and a network address or otheraddress 24 uniquely associated with a computer unit or other electroniccomponent 32 a-32 c in the consist 12. The network data 16 may beTCP/IP-formatted or SIP-formatted data, however, the electroniccomponents and/or router transceiver units may use other communicationsprotocols for communicating network data. As should be appreciated, theMU cable bus 26, electronic component 32 a-32 c, and router transceiverunits 34 a-34 c together form a local area network. In one embodiment,these components are configured to form an Ethernet network.

FIG. 4 shows one embodiment of a router transceiver unit 34 a in moredetail. The router transceiver unit 34 a comprises a network adaptermodule 66 and a signal modulator module 68. The signal modulator module68 is electrically connected to the network adapter module 66 and to theMU cable bus 26. In the example shown in FIG. 4, the signal modulatormodule 68 is electrically connected to the MU cable bus 26 by way of thecentral terminal board 46, near a locomotive electronic component 32 a.The network adapter module 66 is electrically connected to a networkinterface unit 70 that is part of and/or operably connected to theelectronic component 32 a. (The electronic component 32 a may be, forexample, a computer unit for controlling a locomotive.) The networkadapter module 66 and network interface unit 70 are electricallyinterconnected by a network cable 72. For example, if the networkadapter module 66 and network interface unit 70 are configured as anEthernet local area network, the network cable 72 may be a CAT-5E cable.The network interface unit 70 is functionally connected to one or moresoftware or hardware applications 74 in the electronic component 32 athat are configured for network communications. In one embodiment, thenetwork interface unit 70, network cable 72, and software or hardwareapplications 74 include standard Ethernet-ready (or other network)components. For example, if the electronic component 32 a is a computerunit, the network interface unit 70 may be an Ethernet adapter connectedto computer unit for carrying out network communications.

The network adapter module 66 is configured to receive network data 16from the network interface unit 70 over the network cable 72. Thenetwork adapter module 66 conveys the network data 16 to the signalmodulator module 68, which modulates the network data 16 into modulatednetwork data 30 and transmits the modulated network data 30 over the MUcable bus 26. The signal modulator module 68 also receives modulatednetwork data 30 from over the MU cable bus 26 and de-modulates themodulated network data 30 into network data 16, which it then conveys tothe network adapter module 66 for transmission to the network interfaceunit 70. One or both of the network adapter module 66 and the signalmodulator module 68 may perform various processing steps on the networkdata 16 and/or the modulated network data 30 for transmission andreception both over the MU cable bus 26 and/or over the network cable 72(to the network interface unit 70). Additionally, one both of thenetwork adapter module 66 and the signal modulator module 68 may performnetwork data routing functions.

The signal modulator module 68 includes an electrical output (e.g.,port, wires) for electrical connection to the MU cable bus 26, andinternal circuitry (e.g., electrical and isolation components,microcontroller, software/firmware) for receiving network data 16 fromthe network adapter module 66, modulating the network data 16 intomodulated network data 30, transmitting the modulated network data 30over the MU cable bus 26, receiving modulated network data 30 over theMU cable bus 26, de-modulating the modulated network data 30 intonetwork data 16, and communicating the network data 16 to the networkadapter module 66. The internal circuitry may be configured to modulateand de-modulate data using schemes such as those utilized in VDSL orVHDSL (very high bit rate digital subscriber line) applications, or inpower line digital subscriber line (PDSL) applications. One example of asuitable modulation scheme is orthogonal frequency-division multiplexing(OFDM). OFDM is a frequency-division multiplexing scheme wherein a largenumber of closely-spaced orthogonal sub-carriers are used to carry data.The data is divided into several parallel data streams or channels, onefor each sub-carrier. Each sub-carrier is modulated with a conventionalmodulation scheme (such as quadrature amplitude modulation or phaseshift keying) at a low symbol rate, maintaining total data rates similarto conventional single-carrier modulation schemes in the same bandwidth.The modulation or communication scheme may involve applying a carrierwave (at a particular frequency orthogonal to frequencies used fornon-network data in the MU cable bus) and modulating the carrier waveusing digital signals corresponding to the network data 16.

FIG. 5 shows one possible example of how the signal modulator module 68could function, cast in terms of the OSI network model, according to oneembodiment of the inventive subject matter. In this example, the signalmodulator module 68 includes a physical layer 76 and a data link layer78. The data link layer 78 is divided into three sub-layers. The firstsub-layer is an application protocol convergence (APC) layer 80. The APClayer accepts Ethernet (or other network) frames 16 from an upperapplication layer (e.g., the network adapter module 66) and encapsulatesthem into MAC (medium access control) service data units, which aretransferred to a logical link control (LLC) layer 82. The LLC layer 82is responsible for potential encryption, aggregation, segmentation,automatic repeat-request, and similar functions. The third sub-layer ofthe data link layer 78 is a MAC layer 84, which schedules channelaccess. The physical layer 76 is divided into three sub-layers. Thefirst sub-layer is a physical coding sub-layer (PCS) 86, which isresponsible for generating PHY (physical layer) headers. The secondsub-layer is a physical medium attachment (PMA) layer 88, which isresponsible for scrambling and FEC (forward error correction)coding/decoding. The third sub-layer is a physical medium dependent(PMD) layer 90, which is responsible for bit-loading and OFDMmodulation. The PMD layer 90 is configured for interfacing with the MUcable bus 26, according to the particular configuration (electrical orotherwise) of the MU cable bus. The other sub-layers are mediumindependent, i.e., do not depend on the configuration of the MU cablebus.

FIG. 6 is a circuit diagram of another embodiment of a routertransceiver unit 34 a. In this embodiment, the router transceiver unit34 a comprises a control unit 92, a switch 94, a main bus 96, a networkinterface portion 98, and a VDSL module 100. The control unit 92comprises a controller 102 and a control unit bus 104. The controller102 is electrically connected to the control unit bus 104 forcommunicating data over the bus 104. The controller 102 may be amicrocontroller or other processor-based unit, including supportcircuitry for the microcontroller. The switch 94 is a networkswitching/router module configured to process and route packet data andother data. The switch 94 interfaces the control unit 92 with the mainbus 96. The switch 94 may be, for example, a layer 2/3 multi-portswitch. The network interface portion 98 is electrically connected tothe main bus 96, and comprises an octal PHY (physical layer) portion 106and a network port portion 108. The network port portion 108 iselectrically connected to the octal PHY portion 106. The octal PHYportion 106 may comprise a 10/100/1000 Base T 8-port Ethernet (or othernetwork) transceiver circuit. The network port portion 108 may comprisean Ethernet (or other network) transformer and associated CAT-5Ereceptacle (or other cable type receptacle) for receiving a networkcable 72.

The VDSL module 100 is also connected to the main bus 96 by way of anoctal PHY unit 110, which may be the same unit as the octal PHY portion106 or a different octal PHY unit. The VDSL module 100 comprises aphysical interface portion (PHY) 112 electrically connected to the octalPHY unit 110, a VDSL control 114 electrically connected to the physicalinterface portion 112, a VDSL analog front end unit 116 electricallyconnected to the VDSL control 114, and a VDSL port unit 118 electricallyconnected to the VDSL analog front end unit 116. The physical interfaceportion 112 acts as a physical and electrical interface with the octalPHY unit 110, e.g., the physical interface portion 112 may comprise aport and related support circuitry. The VDSL analog front end unit 116is configured for transceiving modulated network data 30 (e.g., sendingand receiving modulated data) over the MU cable bus 26, and may includeone or more of the following: analog filters, line drivers,analog-to-digital and digital-to-analog converters, and related supportcircuitry (e.g., capacitors). The VDSL control 114 is configured forconverting and/or processing network data 16 for modulation andde-modulation, and may include a microprocessor unit, ATM (asynchronoustransfer mode) and IP (Internet Protocol) interfaces, and digital signalprocessing circuitry/functionality. The VDSL port unit 118 provides aphysical and electrical connection to the MU cable bus 26, and mayinclude transformer circuitry, circuit protection functionality, and aport or other attachment or connection mechanism for connecting the VDSLmodule 100 to the MU cable bus 26. Overall operation of the routertransceiver unit 34 a shown in FIG. 6 is similar to what is described inrelation to FIGS. 1, 2, and 4.

Another embodiment of the inventive subject matter relates to a methodfor communicating data in a locomotive consist 12. The method comprisestransmitting network data 16, 30 between locomotives 18 a-18 c within alocomotive consist 12. (Each locomotive 18 a-18 c is adjacent to andmechanically coupled with one or more other locomotives in the consist.)The network data 16, 30 is transmitted over a locomotive multiple unit(MU) cable bus 26 interconnecting at least adjacent locomotives 18 a, 18b in the consist 12. The MU cable bus 12 is an existing cable bus usedin the locomotive consist 12 for transferring non-network controlinformation 28 between locomotives 18 a-18 c in the consist 12.

In another embodiment, the method further comprises, at one or more ofthe locomotives 18 a-18 c in the locomotive consist 12, converting thenetwork data 16 into modulated network data 30 for transmission over theMU cable bus 26. The modulated network data 30 is orthogonal to thenon-network control information 28 transferred over the MU cable bus.The method further comprises de-modulating the modulated network data 30received over the MU cable bus 26 for use by on-board electroniccomponents 32 a-32 c of the locomotives. As should be appreciated, itmay be the case that certain locomotives in a consist are networkequipped according to the system and method of the inventive subjectmatter, e.g., outfitted with a router transceiver unit, and that otherlocomotives in the consist are not. For example, there may be first andthird network-equipped locomotives physically separated by a secondlocomotive that is not network equipped. In this case, the first andthird locomotives are still able to communicate and exchange data eventhough there is a non-network equipped locomotive between them. This ispossible because all the locomotives are still electrically connectedvia the MU cable bus. In one case, for example, a locomotive consistcomprises first, second, and third locomotives, with the secondlocomotive being disposed between the first and third locomotives. Afirst router transceiver unit is positioned in the first locomotive, anda second router transceiver unit is positioned in the third locomotive.The second locomotive, however, does not have a router transceiver unitor other functionality for transmitting and/or receiving network dataover the MU cable bus. Nevertheless, network data is transmitted betweenthe first and third locomotives through the second locomotive, with thenetwork data passing through a portion of the MU cable bus in the secondlocomotive but not being transmitted or received by the secondlocomotive. In another embodiment, the method further comprisescontrolling at least one of the locomotives 18 a-18 c in the consistbased at least in part on the network data 16.

The locomotive consist 12 may be part of a train 60 that comprises thelocomotive consist 12 and a plurality of railcars 62. Here, thenon-network control information 28 may be train control information thatis transmitted over the MU cable bus according to a designated voltagecarrier signal (e.g., +74V).

With reference to FIG. 7, if the MU cable jumper 52 and/or internalelectrical system 40 includes plural discrete electrical wires or otherelectrical pathways, e.g., three discrete electrical wires 120 a-120 cas shown in FIG. 7, it may be the case that network data 30 istransmitted over only one of the plural discrete electrical wires orother electrical pathways. This may depend on what each pathway is usedfor in the locomotive consist and what type of information it carries.For example, it may be undesirable to transmit network data over a wire120 a that carries analog non-network data, whereas a wire 120 b thatcarries a digital signal (on +V, off 0 V) is more desirable fortransmitting network data.

Another embodiment of the inventive subject matter relates to acommunication system 10 for communicating data in a locomotive consist12. The system 10 comprises a respective router transceiver unit 34 a-34c positioned in each locomotive 18 a-18 c of a locomotive consist 12.Each router transceiver unit 34 a-34 c is coupled to a locomotivemultiple unit (MU) cable bus 26 in the locomotive consist 12 thatinterconnects adjacent locomotives 18 a, 18 b. The MU cable bus 16 is anexisting cable bus used in the locomotive consist for transferringnon-network control information 28 between locomotives within thelocomotive consist. Each router transceiver unit 34 a-34 c is configuredto transmit and/or receive network data 16, 30 over the MU cable bus 26.

In another embodiment of the system 10, each router transceiver unit 34a-34 c is configured to convert the network data 16 into modulatednetwork data 30 for transmission over the MU cable bus 26. The modulatednetwork data being orthogonal to the non-network control informationtransferred between locomotives over the MU cable bus. Each routertransceiver unit is further configured to de-modulate the modulatednetwork data received over the MU cable bus for use by electroniccomponents in the locomotives of the consist.

Another embodiment relates to a communication system for communicatingdata in a locomotive consist 12. In this embodiment, the system comprisea respective router transceiver unit 34 a-34 c positioned in each of aplurality of locomotives 18 a-18 c in the consist 12. The system furthercomprises, in each of the plurality of locomotives, a respectiveelectronic component 32 a-32 c (e.g., computer unit) positioned in thelocomotive and operably coupled to the router transceiver unit in thelocomotive. The router transceiver units 34 a-34 c are electricallycoupled to a locomotive multiple unit (MU) cable bus 26, which is anexisting cable bus used in the consist for transferring non-networkcontrol information 28 between the plurality of locomotives. The routertransceiver units 34 a-34 c are configured to transmit and/or receivenetwork data 16, 30 over the MU cable bus 16, the network dataoriginating at one of electronic components 32 a-32 c and beingaddressed to another of the electronic components 32 a-32 c. Each routertransceiver unit may be configured to convert the network data intomodulated network data for transmission over the MU cable bus (themodulated network data being orthogonal to the non-network controlinformation transferred between locomotives over the MU cable bus), andto de-modulate the modulated network data received over the MU cable busfor use in one of the electronic components.

Another embodiment relates to a communication system for communicatingdata in a locomotive consist 12. The system comprises a computer networkin the consist. The computer network comprises a respective electroniccomponent 32 a-32 c positioned in each of a plurality of locomotives 18a-18 c in the consist 12 and a locomotive multiple unit (MU) cable bus26. The MU cable bus 26 interconnects the electronics components and isan existing cable bus used in the consist for transferring non-networkcontrol information 28 between the locomotives. The electroniccomponents are configured to communicate by transmitting network data16, 30 over the MU cable bus 26, the network data 16 originating at oneof the electronic components and being addressed to another of theelectronic components. As should be appreciated, in this embodiment theelectronic components are configured to carry out the functionality ofthe router transceiver units 34 a-34 c as described above, and/or therouter transceiver units 34 a-34 c are part of (or comprise) theelectronic components. The computer network may be an Ethernet network.

Another embodiment relates to a method for retrofitting a locomotive fornetwork data communications. The method comprises outfitting alocomotive with a router transceiver unit, interfacing the routertransceiver unit with an electronic component of the locomotive, andinterfacing the router transceiver unit with a multiple unit (MU) cablebus of the locomotive. The MU cable bus is an existing cable bus usedfor transferring non-network control information between locomotives ina consist. The router transceiver unit is configured to transmit and/orreceive network data over the MU cable bus.

Another embodiment relates to a method for retrofitting a locomotiveconsist for network data communications. The method comprises, at eachof a plurality of locomotives 18 a-18 c in a consist 12, outfitting thelocomotive with a respective router transceiver unit 34 a-34 c,interfacing the router transceiver unit 34 a-34 c with an electroniccomponent 32 a-32 c of the locomotive, and interfacing the routertransceiver unit 34 a-34 c with a multiple unit (MU) cable bus 26 of thelocomotive. The MU cable bus is an existing cable bus used fortransferring non-network control information between locomotives in theconsist. Each router transceiver unit is configured to transmit and/orreceive network data 16, 30 over the MU cable bus 26.

Any of the aforementioned embodiments are also applicable forcommunicating data in vehicle consists generally. “Vehicle consist”refers to a group of vehicles that are mechanically coupled or linkedtogether to travel along a route.

For example, one embodiment of the inventive subject matter relates to asystem and method for communicating data in a vehicle consist 12. Inthis embodiment, network data 16, 30 is transmitted from a first vehicle18 a in the vehicle consist 12 to a second vehicle 18 b in the vehicleconsist. The network data 16, 30 is transmitted over an existingelectrical cable bus 26 that interconnects the first vehicle 18 a andthe second vehicle 18 b. The existing electrical cable bus 26 is used inthe vehicle consist 12 for transferring non-network control information28 between the first vehicle and the second vehicle. As should beappreciated, this method and system is applicable to communicating databetween any of the linked vehicles 18 a-18 c, and thereby the terms“first” and “second” vehicle are used to identify respective vehicles inthe vehicle consist and are not meant to characterize an order orposition of the vehicles unless otherwise specified. That being said, itmay be the case that the first and second vehicles are adjacent to andmechanically coupled with one another.

In any of the embodiments herein, the network data may beTCP/IP-formatted or SIP-formatted data. Additionally, each vehicle mayinclude a computer unit, with the computer units 32 a-32 c communicatingwith one another by transmitting the network data, formatted as TCP/IPdata or SIP data or otherwise, over the existing electrical cable bus26, and the computer units thereby forming a computer network, e.g., anEthernet-type network.

In any of the embodiments herein, the data transmitted over the MU cablebus may be “high bandwidth” data, meaning data transmitted at averagerates of 10 Mbit/sec or greater. (“High bandwidth network data” is datathat is packaged in packet form as data packets and transmitted over theMU cable bus at average rates of 10 Mbit/sec or greater.) This reflectsthat the communication system (and associated method) are applicable forrealizing a high information density communication environment in alocomotive consist, i.e., it is possible to exchange relatively largeamounts of data between locomotives in a timely manner. “Low bandwidth”data is data transmitted at average rages of less than 10 Mbit/sec.“Very low bandwidth” data is data transmitted at average rates of 1200bits/sec or less.

Turning back to FIGS. 8A-8C and 9A-9C, the systems and methods forcommunicating data in a locomotive consist or other vehicle consist, forinter-consist equipment sparing and redundancy, will now be described inmore detail. The systems and methods may be implemented using the systemarchitecture of any of the embodiments described above, or they may beimplemented using wireless communication technology or another type ofwire-based communication system.

FIG. 8A is illustrative of several embodiments of a system 200 forlocomotive inter-consist equipment sparing and redundancy. FIGS. 9A-9Cillustrate several embodiments of associated methods for communicatingdata in a vehicle consist. The system 200 comprises a respective controlcoordination system 204 a, 204 b, 204 c on each of at least two vehiclesin a vehicle consist 206, e.g., a first vehicle 208 a and a secondvehicle 208 b. (As above, the vehicle consist 206 comprises at least thefirst vehicle 208 a and a second vehicle 208 b, and possibly othervehicles 208 c, with each vehicle 208 a-208 c in the consist beingadjacent to and mechanically coupled with one or more other vehicles inthe consist. In one embodiment, the vehicles 208 a, 208 b arelocomotives in a locomotive consist that is part of a train.) Thecontrol coordination systems 204 a, 204 b may be separate and distinctcontroller units (e.g., computer units), or they may be centralized ordistributed functional elements (e.g., implemented using control logic,control circuitry, or otherwise) incorporated into other components ofthe vehicles, such as, but not limited to, the router transceiver unitsdiscussed above, or they may be a combination thereof (e.g., somecoordination units are separate/distinct control units, and others areintegrated functional components in another electronic or othercomponent in a vehicle). In any case, the control coordination systems204 a, 204 b are configured to coordinate carrying out one or more ofthe methods for communicating data within the system 200.

In an embodiment, the method comprises receiving, at step 210 a, at asecond vehicle 208 b in a vehicle consist 206, first data 216 related toa first vehicle 208 a in the vehicle consist. (As noted above, data“related” to a vehicle means data originating from the vehicle, and/ordata addressed to other otherwise intended for the vehicle, and/or dataabout the vehicle, and/or data used as a basis, indirect or direct, forcontrolling the vehicle.) The first vehicle and the second vehicle arelinked by a communication channel (e.g., wireless or wired). Asindicated at step 210 b, the method further comprises, in a secondelectronic component 212 b on board the second vehicle 208 b, processingthe first data 216 according to a function unavailable to the firstvehicle 208 a. (As also noted above, an “unavailable” function is onewhich the first vehicle is unable to perform, due to the first vehiclenot being equipped to perform the function or due to a failure, e.g., ofan electronic component, on board the first vehicle.) The method can beused for sparing failed components, as described herein; however, in abroader sense, the method relates to processing data for a first vehicleusing equipment on a second vehicle, for avoiding the need to outfit thefirst vehicle with the equipment (for example).

In another embodiment, with reference to FIG. 9C, a method comprises astep 210 d of determining that a first electronic component 212 a in thefirst vehicle 208 a of the vehicle consist 206 is in a failure state.(As also noted above, “failure state,” or characterizing an electroniccomponent as “having failed” or “has failed,” refers to a state orcondition of the first electronic component 212 a where the firstelectronic component 212 a is unable to perform a designated function,including being unable to perform the function at all, or being unableto perform the function in a manner that meets designated performancerequirements.) Upon determining the failure state, at step 210 e, firstdata 216 is transmitted from the first vehicle 208 a to a secondelectronic component 212 b on the second vehicle 208 b, over a cable bus218 or other communication channel (e.g., wireless) linking the firstvehicle and the second vehicle. The first data 216 may be data relatedto the first vehicle 208 a, such as data that was intended or designatedfor receipt and/or processing by the first electronic component 212 aand/or control data (e.g., control instructions) originating from thefirst vehicle and used for controlling the second electronic component212 b, and/or other data. At step 210 f, the second electronic component212 b is operated based on the first data 216 (e.g., it performs somefunction on or according to the data), for performing the designatedfunction that the first electronic component 212 a is unable to perform.

In this manner, the sparing and redundancy system 200 is able to remote“spare” or “swap” equipment between locomotives or other vehicles in aconsist. If an electronic component connected to the cable bus or othercommunication channel (which in one embodiment is configured as part ofa network, as described above) fails in one vehicle, a similarelectronic component in another vehicle is used instead, throughcoordination of control functions and transfer of data over the cablebus or other communication channel (e.g., network) as facilitated by thecontrol coordination systems. Advantageously, this provides a higherdegree of dispatch reliability and lower costs to equip a locomotive orother vehicle, since each vehicle will not require redundant equipment.The redundancy is automatically provided by having multiple vehicles inthe consist.

In one embodiment, for example, the electronic component 212 a is a dataradio located on a lead locomotive 208 a, which communicates data froman on-board computer or other electronic component to a wayside oroffice device. If this radio device were to fail, a similar radio device212 b on a trail locomotive 208 b is used in its place, undercoordination and control of the control coordination systems, and bytransferring data over the network implemented over the MU cable bus,for example. (As noted, an electronic component is “similar” to anotherelectronic component if it can perform one or more functions of theother electronic component, within designated tolerance/performancelevels.) In another embodiment, a camera system records data from thefront end of the lead locomotive 208 a and stores the data in along-term storage device 212 a also on the lead locomotive. Should thelong-term storage device 212 a become inoperative or damaged in acollision or otherwise, the data is stored either redundantly oralternatively on a similar storage device 212 b on a trail locomotive208 b. In another embodiment, if an on-board operator control computerin a first vehicle enters a failure state, then a similar on-boardcomputer on a second vehicle in the consist is used instead, in part by“remoting” the display output and keyboard input to the lead locomotive.That is, the keyboard input or other control input would be transmittedfrom the first vehicle to the on-board computer on the second vehicle,and the display output of the on-board computer on the second vehiclewould be routed back to the operator display on the first vehicle.

In another embodiment, with reference to FIG. 9B, a method furthercomprises a step 210 c of transmitting second data 222 from the secondvehicle 208 b to the first vehicle 208 a over the communication channel.Alternatively, the second data 222 may be transmitted from the secondvehicle to a destination other than the first vehicle, such as anoff-consist location. The second data 222 relates to the first data asprocessed according to the function unavailable to the first vehicle. Asdescribed in more detail below, step 210 c is also applicable to themethod of FIG. 9C, such as subsequent step 210 f.

For example, a method may additionally comprise transmitting second,return data 222 (data sent in response to receiving other data) from thesecond electronic component 212 b to the first vehicle 208 a over thecable bus 218 or other communication channel, where the return datacorresponds to a data format of the first electronic component, andwhere the return data is used by one or more “third” electroniccomponents 212 c on the first vehicle. This means that the return data222 is formatted in a manner that allows it to be used/processed by thethird electronic components 212 c in the first vehicle, as if it hadinstead originated at the first electronic component (the electroniccomponent on the first vehicle that is in a failure state), for example.

FIG. 8B is a schematic diagram of another embodiment of a system 270 forcommunicating data in a vehicle consist. The system 270 comprises a datareceiver module 272 and a data processor module 274 operably connectedto the data receiver module. The data receiver module 272 is configuredfor deployment in a second vehicle 276 in a vehicle consist and furtherconfigured to receive first data 278 related to a first vehicle 280 inthe vehicle consist. (In operation, the first vehicle is linked with thesecond vehicle by a communication channel 282.) The data processormodule 274 is configured for processing the first data according to afunction unavailable to the first vehicle 280.

In another embodiment of the system, with reference to FIG. 8C, thesystem further comprises a second data transmitter module 284. The dataprocessor module 274 is configured to generate second data 286 relatingto the first data 278 as processed according to the function unavailableto the first vehicle. The second data transmitter module 284 isconfigured to transmit the second data 286 to the first vehicle.

In another embodiment of the system, still with reference to FIG. 8C,the system further comprises a fault determination module 288 and afirst data transmitter module 290. (The first data transmitter module290 may be operably connected to the fault determination module 288.)The fault determination module 288 is configured for deployment in thefirst vehicle 280, and is further configured to determine that a firstelectronic component 292 in the first vehicle is in a failure state. (Inthe failure state, the first electronic component is unable to performthe function unavailable to the first vehicle, the function being adesignated function of the first electronic component.) The first datatransmitter module 290 is configured to transmit the first data 278 fromthe first vehicle to the second vehicle in response to the faultdetermination module determining that the first electronic component isin the failure state.

In another embodiment, the system includes: (i) the fault determinationmodule 288 and the first data transmitter module 290; (ii) the faultdetermination module 288 is configured for deployment in the firstvehicle 280, and is further configured to determine that a firstelectronic component 292 in the first vehicle is in a failure state;(iii) the first data transmitter module 290 is configured to transmitthe first data 278 from the first vehicle to the second vehicle inresponse to the fault determination module determining that the firstelectronic component is in the failure state; (iv) the second datatransmitter module 284; (v) the data processor module 274 is configuredto generate second data 286 relating to the first data 278 as processedaccording to the function unavailable to the first vehicle; and (vi) thesecond data transmitter module 284 is configured to transmit the seconddata 286 to the first vehicle.

Each module 272, 274, 284, 288, and/or 290 may be a hardware and/orsoftware module, configured for carrying out the indicated functionalitywhen deployed on a vehicle, e.g., when interfaced with an electroniccomponent or other system of the vehicle. The indicated functionalitymay be carried out by the module itself, or in conjunction with othervehicle system elements under the control of, or as reconfigured by, themodule. For example, a data transmitter module may be software-based forcontrolling a radio frequency transceiver unit for transmittedparticular data.

In another embodiment, with reference to FIG. 11, the method furthercomprises determining a physical relationship between the first vehicle208 a and the second vehicle 208 b in the vehicle consist 206. Thereturn data 222 is used by the one or more third electronic components212 c in consideration of the physical relationship, e.g., the returndata 222 may be adjusted or otherwise processed based at least in parton the physical relationship. In one embodiment, the physicalrelationship is a distance 226 between the first vehicle and the secondvehicle, including a distance between closest ends of the two vehiclesor a distance between designated points on the vehicles. Taking distanceor another physical relationship into account may be beneficialdepending on the nature of the data 216, the return data 222, and theoperation performed by the second, similar component 212 b on the secondvehicle 208 b. For example, the return data 222 could comprise locationdata (e.g., GPS data) relating to a location of vehicle consist (and/ora vehicle in the consist), with the return data being processed byadjusting the location data based on the distance. This would preventerror from being introduced into data processing/calculations if thesystem/component using the location data expects the data to originateat the first vehicle 208 a but the data instead comes from the secondvehicle 208 b.

In the case of a train, as an illustrative example, suppose a GPS unit212 a in a first locomotive 208 a of the train enters a failure state,and is unable to provide location data of the first locomotive 208 a.The system 200 sends data 216 to a similar GPS unit 212 b on a secondlocomotive 208 b in the train, e.g., the data 216 might be control datarequesting that the GPS unit 212 b provide location data relating to thelocation of the second locomotive 208 b. (As should be appreciated, theGPS unit 212 b would typically be a component normally found on thesecond locomotive, so is not necessarily provided specially for thepurpose of redundant equipment; rather, existing equipment is used forredundancy.) The GPS unit 212 b on the second locomotive 208 b transmitslocation data as return data 222 to a third electronic component 212 con the first locomotive 208 a. The third electronic component 212 cwould typically be whatever component on the first locomotive 208 a wasrequesting or would have otherwise used or received GPS/location datagenerated by the failed GPS unit 212 a. When the third electroniccomponent 212 c receives the return location data, it is “expecting”that the location data will be the location of the first, failed GPSunit 212 a. However, since the second GPS unit 212 b may be many metersaway, the third electronic component processes the return location databased on the distance 226 and/or other physical relationship between thelocomotives 208 a, 208 b.

For adjusting or otherwise processing return data based on a physicalrelationship between vehicles, other factors may also be taken intoaccount, such as vehicle heading. In particular, in order to adjust GPScoordinates based on a distance between vehicles, it would be necessaryto not only account for the distance between vehicles, but also fortheir cardinal direction/orientation. Additionally, the physicalrelationship may include information relating to an orientation of thesecond vehicle with respect to the first vehicle and/or a respectivelength of the first vehicle and/or the second vehicle. For example, inthe case of two locomotives 208 a, 208 b, as indicated in FIG. 11, onelocomotive 208 a may be oriented short hood forward, and the other 208 boriented long hood forward, with each locomotive having a length “L”based on the locomotive design/specification. This information(orientation, length, etc.), along with information on the placement ofparticular electronic components within a locomotive or other vehicle,may be used to calculate the distance between an electronic component212 a on one vehicle 208 a and a similar electronic component 212 b onanother vehicle 208 b.

In one embodiment, a physical relationship between vehicles in a consistis determined at least in part based on a respective identifier of eachof one or more of the vehicles in the consist. For example, a physicalrelationship between a first vehicle 208 a and a second vehicle 208 b ina vehicle consist 206 could be determined at least in part based on anidentifier of the second vehicle. “Identifier” refers to informationuniquely associated with the vehicle (e.g., VIN number, road number,serial number), or identifying information that is not necessarilyuniquely associated with the vehicle but that provides or can be used todetermine information about one or more characteristics of the vehicle(e.g., a vehicle model type may be used to determine a length of thevehicle and the positioning of components located on the vehicle).

In another embodiment, when a first electronic component on a firstvehicle enters a failure state where it is unable to perform adesignated function, instead of using another component to perform thesame function, a second electronic component on a second vehicle isoperated to perform a substitute function that is deemed a suitableequivalent (by the operators of the vehicle consist) in certainconditions, e.g., an emergency condition stemming from component failureor otherwise. This may be useful if none of the other components in avehicle consist are able to perform a designated function of a failedcomponent, but one is able to perform a suitable equivalent.

The system 200 may be implemented using network communications over anMU cable bus, as described in regards to FIGS. 1-7. In one embodiment,for example, the system carries out a method for communicating data in alocomotive consist. The method comprises determining that a firstelectronic component in a first locomotive of a locomotive consist is ina failure state. (The locomotive consist comprises at least the firstlocomotive and a second locomotive, with each locomotive in the consistbeing adjacent to and mechanically coupled with one or more otherlocomotives in the consist.) In the failure state, the first electroniccomponent is unable to perform a designated function of the firstelectronic component. As above, unless otherwise specified, thisencompasses the first electronic component being unable to perform thefunction at all, or being unable to perform the function in a mannerthat meets designated performance requirements. Upon determining thefailure state, network data is transmitted from the first locomotive toa second electronic component on the second locomotive. The network datais transmitted over a locomotive MU cable bus interconnecting at leastthe first and second locomotives in the consist. The MU cable bus is anexisting cable bus used in the locomotive consist for transferringnon-network control information between locomotives in the consist. Themethod further comprises operating the second electronic component basedon the transmitted data, wherein the second electronic componentperforms the designated function that the first electronic component isunable to perform.

Alternatively or in addition, the system 200 may be implemented usingcommunications channels other than an MU cable bus, such as a dedicatedcable interconnecting the locomotives or other vehicles, or one or morewireless/RF communication channels.

From a control perspective, the functionality of the system 200 forlocomotive/vehicle inter-consist equipment sparing and redundancy may beimplemented in different manners, depending on the vehicles andelectronic components in question, the communication channel(s) used,etc. FIG. 10 is illustrative of one embodiment, in the context of firstand second vehicles 208 a, 208 b in a vehicle consist 206, andinterconnected/linked via a cable bus or other communication channel218, implemented as a network or otherwise. Each vehicle includes aplurality of electronic components 212 a-212 f, which perform variousfunctions in the vehicles (for example, one vehicle 208 a includeselectronic components 212 a, 212 c, 212 d, and the other vehicle 208 bincludes electronic components 212 b, 212 e, 212 f). The vehicles andelectronic components may be the same models, or they may be different.Each vehicle 208 a, 208 b is outfitted with a respective controlcoordination system 204 a, 204 b, as described above. In each vehicle,the control coordination system 204 a, 204 b on the vehicle is directlyor indirectly interfaced with one or more designated ones of theelectronic components in the vehicle; meaning that the controlcoordination system receives information relating to the electroniccomponents or is able to determine or generate such information.

As discussed above, the control coordination systems 204 a, 204 bfacilitate remote “swapping” of electronic components in differentvehicles in a consist, so that when one component enters a failurestate, a redundant component in another vehicle is used instead. Forthis process, the control coordination system in a vehicle monitors thehealth or status of each electronic component with which it isinterfaced. This may be done in any of several different ways, such as,for example, the control coordination system periodically communicatingwith the electronic components, the control coordination systemmonitoring each electronic component's function or output (throughsensing or otherwise), the electronic components being configured tosend a failure message/signal to the control coordination system uponentering a failure state, the control coordination system receivingnotification from other components, or the like. As noted above, thecontrol coordination systems may be implemented in a distributedfunctional manner, wherein different functional aspects are deployed atdifferent components within the system 200; thus, the electroniccomponents may be configured or reconfigured, as part of a controlcoordination system, to provide status information indicating when theyhave entered a failure state. If needed, each control coordinationsystem may process information about the electronic components withwhich it is interfaced to determine if any of the electronic componentshave entered a failure state.

If a control coordination system 204 a in a first vehicle 208 adetermines that an associated electronic component 212 a, 212 c, and/or212 d has entered a failure state, data is transmitted from the firstvehicle 208 a to an electronic component 212 b, 212 e, and/or 212 f inanother vehicle 208 b for performing the function of the failedelectronic component. In one embodiment, upon determining a failurestate of an electronic component, the control coordination systemdetermines the type and/or function of the failed component. This may bedone by polling (communicating with) the failed component, bycommunicating with other components in the system (e.g., what the othercomponent was attempting to use the failed component for), byreferencing stored data about the failed component (e.g., model number,component type, function type, or the like), or otherwise. The controlcoordination system, possibly through coordination with another controlcoordination system, then identifies a similar/redundant electroniccomponent in another vehicle in the consist, and manages the transfer ofdata to and from the similar electronic component, if needed. Thesimilar electronic component may be identified by correlating theinformation about the failed component (e.g., model, type of component,and/or function of component) to information about the other componentsin the vehicle consist. For example, if the failed component is a dataradio, then the control coordination system would identify another dataradio, capable of performing the function of the failed data radio, inanother vehicle in the consist. Data flow management may involveactively processing and/or rerouting data originally intended for thefailed component, e.g., for receipt by a similar/redundant component, orit may involve informing other components in the vehicle, which wereattempting to communicate with or otherwise utilize the failedcomponent, how to communicate with the similar/redundant component. Forexample, a network address of the similar/redundant component may beprovided, to which subsequent data (information and/or control commands)is addressed.

For identifying suitable similar/redundant electronic components in casean electronic component enters a failure state, each controlcoordination system may include memory or other functionality forstoring information 224 about the electronic components with which it isinterfaced and information about other components in the vehicleconsist. FIG. 10 shows one example, where information is organized intabular form (for illustration purposes). In this example, the tableincludes information, in the left hand column, about the electroniccomponents (“component 1”-“component n”) in a first vehicle, which inthis example is the vehicle 208 a associated with the controlcoordination system 204 a. For each component, there is associatedinformation about the component, such as model, category/type, function,or the like. Each subsequent column is for an additional vehicle in thevehicle consist, with each column containing information about theelectronic components in that vehicle. When the control coordinationsystem 204 a determines that an electronic component in its associatedvehicle has entered a failure state, the control coordination systemaccesses information about the failed component in the storedinformation 224, and uses the accessed information to determine asuitable similar/redundant component in another vehicle, e.g., bycorrelating or cross-referencing the information about the failedcomponent from the table to other information in the table.Alternatively, each electronic component in the table can be pre-linkedto another electronic component in the table. The information in thetable (or other data structure) may be pre-generated when vehicles arelinked, through communication of the control coordination systems 204 a,204 b, or it may be generated when needed. The stored information 224may include data for facilitating communications with the variouselectronic components, for example, network addresses of each electroniccomponent. In another embodiment, each control coordination systemincludes stored information about the electronic components on thevehicle with which it is associated, and determines a similar/redundantcomponent on another vehicle by communicating information of the failedcomponent to the control coordination systems on the other vehicles. Forexample, a control coordination system may query the other controlcoordination systems based on information of a failed component, whichrespond if they are associated with a suitable similar/redundantcomponent on their respective vehicles.

To reiterate, in one embodiment where the various electronic componentsare configured as a network, with communications over the cable bus orother communication channel 218, the system 200 functions by: (i) when acomponent enters a failure state, a suitable similar/redundant componentis identified, as above; and (ii) instead of addressing data to thefailed component, data is addressed to the similar/redundant componentin another vehicle. This may be done by each electronic component beinginformed of the substitution (e.g., that they should address dataaccording to the address of the similar/redundant component), by using adata forwarding or translation function in the router transceiver unitsor otherwise (e.g., if data for a failed component is received at arouter transceiver, the data is re-addressed or otherwise modified fortransmission instead to the similar/redundant component), or the like.

The method and system 200 for locomotive inter-consist equipment sparingand redundancy may be extended across plural electronic components inthe vehicles of a vehicle consist, so that if a component enters afailure state, or if a “spare” or similar component (one performing afunction of another, failed component) fails, a similar component inanother vehicle is used in its place. For example, the system may beconfigured so that if two electronic components fail in a vehicle, therespective functions of the two components are carried out on similarelectronic components on two other, different vehicles in the consist.

In one embodiment involving “swapping out” of plural failed components,as above, and with reference to FIG. 11, a first electronic component212 a in a first vehicle 208 a of a vehicle consist 206 is determined tobe in a failure state, and data 216 is transmitted from the firstvehicle 208 a to a second electronic component 212 b on the secondvehicle 208 b over a communication channel linking the vehicles in theconsist. The second electronic component 212 b is operated based on thetransmitted data 216, for performing the designated function that thefirst electronic component 212 a is unable to perform, and possiblyincluding the transmission of return data 222 to a third electroniccomponent 212 c in the first vehicle 208 a. Additionally, otherelectronic components in the vehicles are monitored for determining ifany of the electronic components have failed. For example, it may bedetermined that the third electronic component 212 c in the firstvehicle 208 a has failed. If so, third data 228 is transmitted from thefirst vehicle 208 a (or possibly from the second or other vehicle) to afourth electronic component 212 d located on a third vehicle 208 c ofthe vehicle consist. (The fourth electronic component 212 d couldinstead be located on the second vehicle.) The fourth electroniccomponent 212 d is similar to the third, failed electronic component 212c and is operated based on the third data 228, e.g., for performing afunction of the third electronic component 212 c that the thirdelectronic component 212 c is unable to perform and/or for transmittingreturn data to another component in one of the other vehicles.

If one of the “swapped to” components subsequently fails, the system maybe configured to “re-swap” to another, similar electronic component inthe same or another vehicle. For example, if it is determined that thethird electronic component 212 c in the first vehicle 208 a has failed,the system identifies a fourth electronic component 212 d in a thirdvehicle 208 c in the consist (or in the second vehicle 208 b) that issimilar to the third electronic component 212 c. If it is thendetermined that the fourth electronic component 212 d has failed, thirddata 228 is transmitted from the first vehicle and/or the second vehicleto a fifth electronic component 212 e that is located on the secondvehicle or the third vehicle of the vehicle consist. The second data maybe data designated for processing by the third, failed electroniccomponent 212 c, and with the fifth electronic component 212 e beingsimilar to the third electronic component and operated based on thesecond data.

In another embodiment involving “re-swapping,” a first electroniccomponent 212 a in a first vehicle 208 a of a vehicle consist 206 isdetermined to be in a failure state, and first data 216 is transmittedfrom the first vehicle 208 a to a second electronic component 212 b onthe second vehicle 208 b over a communication channel linking thevehicles in the consist. The second electronic component 212 b isoperated based on the transmitted first data 216, for performing thedesignated function that the first electronic component 212 a is unableto perform, and possibly including the transmission of second, returndata 222 to a third electronic component 212 c in the first vehicle 208a. Additionally, if it is determined that the second electroniccomponent 212 b has failed, the first data 216 is transmitted from thefirst vehicle and/or the second vehicle to a third electronic component212 d on a third vehicle 208 c of the vehicle consist. The thirdelectronic component 212 d is similar to the first electronic component212 a and is operated based on the first data 216, for performing adesignated function that the first electronic component is unable toperform.

In another embodiment involving monitoring multiple electroniccomponents, a first electronic component 212 a in a first vehicle 208 aof a vehicle consist 206 is determined to be in a failure state, andfirst data 216 is transmitted from the first vehicle 208 a to a secondelectronic component 212 b on the second vehicle 208 b over acommunication channel linking the vehicles in the consist. The secondelectronic component 212 b is operated based on the transmitted firstdata 216, for performing the designated function that the firstelectronic component 212 a is unable to perform. Additionally, thesecond electronic component 212 b and at least one third electroniccomponent 212 c in the vehicle consist are monitored for determining ifany of the second electronic component and at least one third electroniccomponent has failed. For each of the second electronic component and atleast one third electronic component that is determined as havingfailed, data, designated for the component that is determined as havingfailed, is transmitted to a fourth, similar electronic component 212 d.The fourth electronic component 212 d is located on a vehicle 208 c ofthe vehicle consist that is different than the vehicle 208 a or 208 a onwhich the component that is determined as having failed is located.

The method(s) and system(s) 200 for locomotive inter-consist equipmentsparing and redundancy may be implemented on a per-vehicle basis, oneach of one or more of a plurality of vehicles in a vehicle consist(e.g., locomotives in a locomotive consist). Here, for each vehicle of aplurality of vehicles 208 a, 208 b, 208 c in the vehicle consist 206, atleast one electronic component 212 a, 212 b, 212 c in the vehicle ismonitored to determine if the at least one electronic component hasfailed. For each of the at least one electronic component determined tohave failed, say, for example, component 212 a, first data 216 istransmitted from the vehicle 208 a or a second vehicle in the consist208 b or 208 c to a similar electronic component (e.g., component 212 e)in a third or other vehicle 208 c in the consist. The first data 216 isdesignated for the electronic component 208 a determined to have failed,and is transmitted over a communication channel 218 linking vehicles inthe vehicle consist. Additionally, second, return data 222 istransmitted from the similar electronic component 212 e to one of thevehicles in the consist. The return data is generated by the similarelectronic component 212 e based on the first data 216. The first data216 may be transmitted based on a network address of the similarcomponent 212 e, which is identified by the system when it is determinedthat a component has failed and a need exists for utilizing the similarcomponent to perform a designated function of the failed component.

In another embodiment of the system 200, with reference to FIG. 12, thecommunication channel 218 (e.g., MU cable bus 26 or other cable bus,wireless channel 240, or other communication channel) is used tocommunicate operations data, voice data, and/or command data(collectively, data 242) from one or more of the vehicles in the consistto another vehicle in the consist. For example, in the case of a train,data 242 b, 242 c, 242 d may be transmitted from each of a plurality ofremote locomotives 208 b, 208 c, 208 d, respectively, to a leadlocomotive 208 a. Additionally, data 242 a may be transmitted from thelead locomotive 208 a to one or more of the remote locomotives 208 b,208 c, 208 d. (Data 242 may also be transmitted from one remotelocomotive to one or more other remote locomotives.) The operations datais data relating to how a particular vehicle is operating/running,including data relating to one or more of vehicle speed, vehicle brakingstatus, tractive effort including slippage, motor condition/performance,vehicle engine and power system output and status, emissions, and thelike. Voice data is data comprising analog- or digital-encoded human orsimilar speech or other sound. Command data is data used to control oneor more components or systems in a vehicle consist. (Unless otherwisespecified, the terms “command data” and “control data” as used herein assynonymous.) The data 242 may be transmitted over the communicationchannel 218 as network data and/or high bandwidth data, e.g., highbandwidth network data about operations of the second vehicle(operations data) is transmitted from a second vehicle in a consist to afirst vehicle in the consist over the communication channel. In anotherembodiment, the system is additionally configured to transmit respectiveoperations data about operations of each of a plurality of thirdvehicles 208 c in the vehicle consist to the first vehicle 208 a in theconsist. The respective data is transmitted from the third vehicles tothe first vehicle over the communication channel 218. In anotherembodiment, the operations data about operations of a vehicle (a secondvehicle or any third or other vehicles) is periodically regularlyautomatically transmitted, meaning transmitted without human initiation,on a periodic basis, at regular intervals. The operations, voice, and/orcommand data may be used by systems aboard the first vehicle (e.g., atrain control computer or system), and/or it may be displayed tooperators aboard the first vehicle using a display device (e.g.,computer monitor/screen).

In another embodiment, the system 200 is configured (or additionallyconfigured in combination with one or more features of the embodimentsset forth herein) for remote system control of vehicles 208 b-208 d in aconsist based at least in part on data 242 a-242 d exchanged betweenvehicles 208 a-208 d. (The first vehicle 208 a may be a lead locomotivein a locomotive consist, and the other vehicles 208 b-208 d may beremote/trail locomotives in the consist; the data 242 a-242 d may behigh bandwidth data and/or network data.) The first vehicle 208 areceives operational or other data 242 b-242 d from the other vehicles208 b-208 d. Based on the operational or other data, the first vehicle208 a transmits command data or other data 242 a to the other vehicles208 b-208 d. The vehicles 208 b-208 d respond to the command or otherdata by controlling one or more components or systems on the vehiclesbased on the data received from the first vehicle. In one embodiment,the data 242 a is network data, which is respectively addressed toparticular electronic components in the vehicle consist; the electroniccomponents are configured to respond or act upon the received networkdata (i.e., network data addressed to them), based on the content of thedata. In another embodiment, the data 242 a is additionally oralternatively high bandwidth data.

As an example, in the context of a train, remote locomotives 208 b-208 din the train may be configured to transmit operations data 242 b-242 dto the lead locomotive 208 a. The lead locomotive 208 a receives theoperations data 242 b-242 d and reviews or otherwise processes the data,either automatically and/or in conjunction with operator review. Basedon the processed data, the lead locomotive 208 a generates command data242 a for transmitting to one or more of the remote locomotives in theconsist. The command data 242 a may be network data (and/or highbandwidth data) addressed to particular electronic components in theremote locomotives, or it may be otherwise configured for reception at aparticular electronic component. The command data is received at theelectronic component for which it is designated, and is processed by theelectronic component. The electronic component is then controlled basedon the command content of the command data. For example, if a remotelocomotive 208 c experiences a fault in an electronic component 212 c,information 244 relating to the fault may be transmitted as operationsdata 242 c from the remote locomotive 208 c to the lead locomotive 208a. The lead locomotive processes the data 242 c, and recognizes that theremote locomotive has reported a fault in component 212 c. Based on thenature of the fault, the lead locomotive 208 a may take corrective orother control action by transmitting command data 242 a to the remotelocomotive 208 c. The command data 242 a may include data 246instructing the remote locomotive to reset the fault. If so, when thecommand data 242 a is received and processed by the remote locomotive208 c, it acts upon the command data by resetting the fault, as at 248,e.g., a control action=f (command data). The command data 242 a may beaddressed to the particular electronic component 212 c, if theelectronic component is able to reset the fault, or it may be sent toanother electronic component in the remote locomotive 208 c forresetting the fault. As should be appreciated, “electronic component”includes both a single component and a system of components; thus,references to resetting a fault of an electronic component bytransmitting command data to the electronic component includes thesituation where one component is non-functional and command data istransmitted to and acted upon by another, second component. In alocomotive or other vehicle, command data may be processed and actedupon by a particular electronic component, or by a control coordinationsystem in the vehicle, or by another control system/unit.

As another example, a locomotive typically includes a number of powerelectronic components (e.g., alternators, energy storage units),tractive electronic components (e.g., inverters, motors, dynamic brakingresistive grids), and other electronic components (e.g., controlsystems, communication equipment). If one of these components fails, thelocomotive may not be able to take self-corrective action. In any event,other locomotives in the train or consist may be unaware of the failedcomponent and will be unable to act accordingly, for correctivecompensation action or otherwise. This may lead to damage, or at leastto lowered performance levels in a locomotive, consist, or train. In oneembodiment, therefore, with reference to FIG. 13, the system 200 isconfigured for the remote cutout of failed components in a locomotive ina consist. Here, if an electronic component 212 (e.g., a traction motor250) in a remote locomotive 208 c fails, fault data 244 (or dataotherwise relating to the failure) is generated by the locomotive 208 c(e.g., by a control coordination system, or control system/unit, orotherwise) and transmitted as operations data 242 c to a lead or otherdesignated locomotive 208 a in the consist. The lead or other designatedlocomotive 208 a processes the received operations data, determines ifit is possible to initiate a corrective or compensatory action,generates appropriate command data 242 c (e.g., command data=f (reportedfailure)) that contains data 246 for initiating the corrective orcompensatory action, such as cutting out the failed component, andtransmits the command data 242 c to the remote locomotive 208 c. Theremote locomotive 208 c receives the command data 242 c, processes thecommand data 242 c, and carries out a control action 248 based on thedata content 246 of the command data 242 c. For example, for a failedtraction motor 250, the command data 242 c may specify that the tractionmotor 250 should be cut out, e.g., shut down and electrically and/ormechanically bypassed. The remote locomotive receives the command dataand cuts out the failed motor 250, by shutting down the motor andelectrically and/or mechanically bypassing the motor. Other failedelectronic components may be cut out in a similar manner, bydeactivating/bypassing the component. Where applicable, the functions offailed components may be carried out using inter-consist equipmentsparing, as described herein.

A consist may include a plurality of locomotives that are able tocommunicate network and/or high bandwidth data with one another and witha designated locomotive (e.g., lead locomotive), wherein thedesignated/lead locomotive is able to command individual locomotiveoperations via the network and/or high bandwidth communication channel.In an embodiment, the lead loco runs performance algorithms to determinethe most efficient mode of operation for the locomotives in the consist,and adjusts individual locomotives accordingly. For example, if theconsist is operating at a certain throttle notch level, it may be moreadvantageous and/or efficient to set one locomotive in the consist toidle and adjust the throttle notches of the other locomotives tomaintain the same level of tractive effort in the consist whileoperating all locos in the consist in the most efficient mode ofoperation.

The remote locomotive 208 c may transmit operations data 242 c to thelead locomotive confirming that the remote cutout command or othercommand 246 specified in the command data 242 a was executed.Additionally, the lead locomotive 208 a may modify its currentoperational mode based on the knowledge that the failed component inquestion has been cut out. For example, if the cutout failed componentis a traction motor, and the remote locomotive 208 c is only operableusing its remaining traction motors, then the lead locomotive 208 a mayincrease its own traction output to compensate for the failed motor 250.Information about the failed, cutout component 250 may be provided tothe other locomotives in the consist for acting accordingly, and/or thelead locomotive may generate and transmit command data 242 a to theother locomotives, where the command data is generated based at least inpart on knowledge of the failed, cutout component 250. That is, theremote locomotives are not provided with explicit knowledge of thecutout component in the other locomotive 208 c, but are commanded to actin a manner for compensating for the cutout component. For example, fora cutout motor in one locomotive 208 c, the lead locomotive 208 a maycommand the other locomotive(s) 208 b in the consist to adjust theirdynamic braking and/or other tractive efforts accordingly.

In any of the embodiments described herein, the system may be configuredto account for legacy equipment in a consist, and, more specifically, toaccount for and accommodate legacy locomotives or other vehicles thatare not equipped to receive and process high bandwidth data and/ornetwork data. To explain further, in train and similar fleet vehiclesystems, new technology may only be implemented, at least initially, ona relatively small number of the total vehicles in the fleet. This istypically for cost control purposes, for evaluation purposes, and/orbecause it may not be deemed necessary to outfit all vehicles in a fleetwith particular new technology (e.g., based on how and where thevehicles are used). As such, it will oftentimes be the case that“updated” vehicles may be operated along with legacy vehicles, such asin a train, where the train may include both newer/updated locomotivesand older locomotives.

FIG. 14 shows an embodiment of the system 200 configured to accommodatelegacy vehicles in a vehicle consist. Here, as an illustrative example,the vehicle consist 206 is a locomotive consist having a lead locomotive208 a, a first remote locomotive 208 b, and a second remote locomotive208 c. The lead and second remote locomotives 208 a, 208 c are “updated”locomotives, meaning each is equipped with functionality, e.g., routertransceiver units 34 a, 34 c, for transceiving network data and/or highbandwidth data 16. The first remote locomotive 208 b, on the other hand,is a “legacy” locomotive, meaning that it is not equipped withfunctionality for transceiving network data and/or high bandwidth data.However, as discussed above, each of the locomotives 208 a-208 c,including the updated locomotives, is still equipped with legacycommunication equipment, such as an MU cable bus or other existingelectrical cable bus 26 that interconnects the locomotives in theconsist. In operation, non-network control information 28 (“legacyinformation”) is generated and transmitted over the cable bus 26 in astandard manner, as low bandwidth analog signals. Additionally, networkdata and/or high bandwidth data 16 is also transmitted over the cablebus 26. The data 16 is formatted and/or transmitted in a manner where itdoes not interfere with the legacy information 28. This may be done byconverting the data 16 into modulated data that is orthogonal to thenon-network control information 28, using frequency multiplexing, timemultiplexing, or the like, as discussed above.

The legacy locomotive 208 b is unable to receive or process the networkdata and/or high bandwidth data 16. However, since the data 16 isorthogonal to the legacy information 28, it does not interfere with thelegacy information; in effect, the data 16 is “transparent” to thelegacy locomotive 208 b. The legacy information 28 is transmitted overthe cable bus and is received and processed by electronic equipment 32 b(e.g., an MU cable bus modem) in the legacy locomotive 208 b, in astandard manner. The cable bus 26 extending through the legacylocomotive 208 b acts as a communication conduit for the network dataand/or high bandwidth data 16, as transmitted between the two updatedlocomotives 208 a, 208 b.

In one embodiment, each “updated” locomotive 208 a, 208 c retains legacyequipment 32 d, 32 e (e.g., MU cable bus modem functionality),respectively, for transceiving legacy information 28. Legacy information28 may be used supplemental to or in addition to data 16, but in a moretypical situation the data 16 and information 28 overlap in terms offunctional content. For example, both may include throttle commandinformation. Here, each updated locomotive 208 a, 208 c may beconfigured to act upon network data and/or high bandwidth data 16 whenit is available and supersedes legacy information 28, but to otherwiseuse and act upon the legacy information 28. For example, in the case ofa train throttle command, the updated locomotives 208 a, 208 c may beoutfitted with a train control system that provides for an “infinite”throttle. That is, between a minimum throttle position of “0” (idle) anda maximum of “8” (for example), instead of having grossly discretethrottle/notch levels of 0, 1, 2, 3, 4, and so on, as inconventional/legacy train traction systems, throttle positions areallowed at a more granular level, such as in 0.1 or 0.01 increments. Forcommanding throttle operations, the lead locomotive 208 a transmits an“infinite” throttle command 252 (e.g., notch level 4.25) as highbandwidth and/or network data 16 over the cable bus 26. The leadlocomotive 208 a also transmits a legacy notch command 254 over thecable bus 26 as legacy information 28, based on the established legacythrottle control format. The legacy notch command may be the legacynotch command closest to the infinite throttle command, or it may beanother designated notch command that is utilized for particular traincontrol purposes. For example, in the case where certain locomotives arecontrolled to operate at an infinite throttle command of 4.25, thelegacy notch setting may be 4.

As indicated in FIG. 14, the legacy notch command 254 is transmittedover the cable bus 26 from the lead locomotive 208 a and is received atboth the remote locomotives 208 b, 208 c. Additionally, an infinitethrottle command 252 is transmitted over the cable bus as data 16.Although the data 16 passes through the legacy remote locomotive 208 b,the remote locomotive 208 b cannot process or use the data 16. Instead,the locomotive 208 b receives, processes, and acts upon the legacy notchcommand 254. The updated locomotive 208 c receives both the legacy notchcommand 254 and the infinite notch command 252. The updated locomotive208 c determines that both commands 252, 254 relate to notch settings.Since the infinite notch command 252 arrives as part of the network dataand/or high bandwidth data 16, the updated locomotive 208 c acts uponthe command 252 and not the legacy command 254. That is, in oneembodiment the system is configured so that if an updated locomotivereceives command data over both a high-bandwidth/network channel and alegacy channel, the network data and/or high bandwidth data 16 receivedover the high-bandwidth/network channel is considered to supersede thedata received over the legacy channel. In another embodiment, updatedlocomotives may be configured to disregard all data present on a legacychannel when a high-bandwidth/network channel is present and operatingwithin designated parameters. In another embodiment, updated locomotivesare configured to select between legacy data and high-bandwidth dataand/or network data based on the nature of the data and the internalcontrol algorithms of the locomotive.

In another embodiment, updated locomotives 208 a, 208 c are configuredto utilize network data and/or high bandwidth data 16 when data 16 ispresent and usable (e.g., the data is not only present but able to beprocessed and “understood” by the locomotive), but to otherwise uselegacy information 28. This is illustrated in FIG. 14 with respect tothe updated locomotive 208 c. The locomotive 208 c may receive both data16 and legacy information 28, or only legacy information 28. If thenetwork data and/or high bandwidth data 16 is present and usable, thencommand/control of the locomotive 208 c is carried out as a function ofthe data 16. Otherwise, command and control of the locomotive 208 c iscarried out as a function of the legacy information 28. Such aconfiguration is beneficial for instances where network data and/or highbandwidth data 16 is not received or usable by the locomotive 208 c,such as due to router transceiver unit failure, a failure in the leadlocomotive, a communication channel disruption, or the like. In otherwords, if the high-bandwidth and/or network system goes down, but theexisting cable bus system is still operational, the system automaticallyreverts to using the legacy equipment for communications and controlwithin the locomotive consist, as a fallback means.

As an example, suppose a locomotive consist as in FIG. 14 is operatingin a traction mode where the lead locomotive 208 a has transmitted aninfinite throttle command 252 of “5.5” and a legacy notch command 254 of“5” over the cable bus 26. All communication systems are operatingnormally. The legacy locomotive 208 b receives the legacy notch command254 of “5” and adjusts its tractive effort accordingly. The updatedremote locomotive 208 c receives both the legacy notch command and theinfinite throttle setting, and adjusts its tractive effort to level“5.5.” However, further suppose that at a later point in time, thenetwork/high-bandwidth communication channel between the two updatedlocomotives 208 a, 208 c fails. The updated remote locomotive 208 csimply adjusts its tractive effort to “5,” based on the legacy notchcommand 254 received over the legacy channel.

Although illustrated in regards to the case where both the legacyinformation and network/high-bandwidth data 16 is transmitted over acable bus 26 (e.g., MU cable bus), the embodiments described above arealso applicable to cases where legacy information 28 is transmitted overa cable bus and network and/or high-bandwidth data 16 is transmittedover a different medium, such as wireless. Here, for example, an updatedremote locomotive 208 c could be configured to base control operationson data 16 when it is received over a wireless channel and usable by thelocomotive 208 c, but, if the wireless channel fails or the data 16 isotherwise not usable, to instead use legacy information 28 received overthe cable bus 26.

As should be appreciated, the aforementioned embodiments enable theinteroperability of legacy and updated locomotives. Network and/or highbandwidth data is transmitted over an MU cable bus or other cable businterconnecting the locomotives, as is legacy information (e.g.,conventional MU signals). If a locomotive control system is equipped andable to read the network and/or high bandwidth data, it uses the networkand/or high bandwidth data (and makes use of any information availablein such data that is not available in legacy information). If notequipped in this manner, a locomotive continues to use the legacyinformation. Over time, legacy communication equipment will be replaced(or legacy locomotives will be replaced with updated locomotives), andin the meantime locomotives already updated with equipment fortransceiving and processing network and/or high bandwidth data can takeadvantage of the network and/or high bandwidth data. This makes for abackward compatible communication method that allows equippedlocomotives to take advantage of additional data, while stillcontrolling older unequipped locomotives.

For wireless communications, a locomotive or other vehicle may beoutfitted with a radio communication unit 260 (see FIG. 12). In anembodiment, the radio communication unit 260 comprises an antenna unit262, a transceiver unit 264 connected to the antenna unit 262, and aninterface unit 266 for interfacing the transceiver unit 264 with otherelectronic equipment in the vehicle. The interface unit 266 receivesdata/information from elsewhere in the vehicle (e.g., high bandwidthdata and/or network data) and converts the data/information to a formausable by the transceiver unit 264. The transceiver unit 264 processesthe data/information it receives from the interface unit 266 fortransmission over the antenna unit 262. For example, the receiveddata/information may be converted, modulated, and amplified to an RFsignal or microwave signal. The antenna unit 262 is configured totransmit (as wireless RF radiation) electrical signals received from thetransceiver unit 264. The antenna unit, transceiver unit, and interfacemodule are also configured to receive data. For example, the antennaunit receives wireless RF signals, the transceiver unit demodulates andde-converts the received RF signals, and the interface unit communicatesthe received signals to other components in the vehicle.

In an embodiment, if all locomotives in a consist have been updated tooperate via wireless (e.g., as a wireless network), all the locomotivesin the consist may be operated solely over the wireless link/network,thus eliminating the need for use of the MU cable or other cable bus.

In any of the embodiments described herein, the existing electricalcable bus 26, 218 may be an ECP (electronically controlled pneumaticbrake) train line. ECP brakes on a train are defined by the Associationof American Railroads' 4200 series specifications. This standarddescribes a 230V DC power line that runs the length of the train (forproviding DC power to remote units), a transceiver at 132 kHz thatoperates on top of the 230V power line, and a communication link(realized over the power line using the transceiver) that adheres to theANSI/EIA 709.1 and 709.2 protocols. According to the 4200 seriesspecifications, the communication link is used to communicate brake databetween railcars for braking control purposes.

In an embodiment, with reference to FIG. 15, a system 300 forcommunicating data in a locomotive consist or other vehicle consist isconfigured to transmit network and/or high bandwidth data 302 over anECP train line 304, in a manner orthogonal to ECP brake data 306transmitted over the ECP train line 304. The system 300 comprises arouter transceiver unit 308 a, 308 b on each of a plurality of vehicles310 a, 310 b in a consist 312. On each vehicle, the router transceiverunit 308 a, 308 b is in addition to an ECP transceiver 314 on thevehicle. (Alternatively, an ECP transceiver may be reconfigured toinclude the functionality of the router transceivers 308 a, 308 b.) Eachrouter transceiver unit 308 a, 308 b is electrically connected to theECP train line 304, and is configured to transmit network and/or highbandwidth data 302 over the ECP train line 304 at one or morefrequencies f₂ (i) that are different than the 132 kHz frequency of theECP brake data 306, (ii) that do not interfere with (or receivesignificant interference from) the ECP brake data 306, and (iii) that donot interfere with (or receive significant interference from) the 230VDC signal 316 present on the ECP train line 304. (That is, the data 302is orthogonal to the data 306 and DC signal 316.) For example, thenetwork and/or high bandwidth data may be modulated into a carrierwave/RF signal transmitted over the ECP train line at a frequency in themegahertz (MHz) range. The router transceiver units 308 a, 308 b may besimilar to the router transceiver units 34 described above. Theembodiment of FIG. 15 may be implemented in conjunction with any of theother embodiments described herein.

As should be appreciated, the system 300 establishes a high bandwidthdata network that operates superimposed on, and separate from, the 132kHz communication link that is specified in the 4200 seriesspecifications for ECP brake traffic between the locomotive and the railcars. This data network may be used to communicate non-brake data (e.g.,in the form of network and/or high bandwidth data) between vehicles in aconsist. Examples of the data that may be transferred include vehiclesensor data indicative of vehicle health, commodity condition data,temperature data, weight data, security data, data as otherwisespecified herein, and/or other data.

FIG. 16 is a schematic diagram of an incremental notch secondarythrottle control system 400 for a vehicle 402, according to anotherembodiment of the inventive subject matter, which may be used inconjunction with a system or method for communicating data in alocomotive consist or other vehicle consist as described herein. Thesecondary throttle control system 400 includes a primary throttlecontrol 404 and an incremental notch secondary throttle control 406. Theprimary throttle control 404 includes a first manually adjustablecontrol member 408 and a primary control output unit 410, which isoperably connected to the control member 408. The manually adjustablecontrol member 408 is moveable (by a human operator) to and betweendiscrete notch/throttle settings, from a zero or minimum throttlesetting to a maximum throttle setting. In the example shown in FIG. 16,the minimum is indicated by “0” and the maximum by “8”; thus, in thisexample, the control member 408 can be moved to the discrete throttlesettings 0, 1, 2, 3, 4, 5, 6, 7, and 8. The primary control output unit410 senses (or is provided with information about) the position of thecontrol member 408, and outputs a primary control output signal 412indicative of the position, at a particular one of the discrete throttlesettings. The primary control output signal ranges in informationalvalue/content in correspondence with the discrete throttle settings,e.g., the primary control output signal indicates the discrete throttlesetting currently selected according to the position of the controlmember 408. To the extent the control member 408 may be positionedbetween the discrete throttle settings, this “in between” positioning isnot captured by the primary control output unit and is not included inthe primary control output signal. (For example, starting with thecontrol member at a particular discrete throttle setting, it could bethe case that the primary control output signal indicates that throttlesetting until the control member is moved to and arrives at the nextdiscreet throttle setting.)

The primary control output signal 412 is communicated to an engine orother motive control unit 414 of the vehicle 402 (e.g., a control unitthat controls one or more traction motors). The motive control unit 414is operably connected to a traction unit 416, which may be an engine,one or more traction motors, a hybrid system, etc. The motive controlunit 414 generates a motive control signal 418 as a function of theprimary control output signal 412 received from the primary throttlecontrol 404, for controlling an output level of the traction unit 416.For example, when the primary control output signal 412 is indicative ofthe control member 408 being positioned at the minimum throttle setting,the motive control unit 414 generates a motive control signal 418 forcontrolling the traction unit to a minimum output level or other firstdesignated level. When the primary control output signal 412 indicatesanother, higher throttle level, the motive control unit 414 generates amotive control signal 418 for controlling the traction unit to a higherlevel than the minimum output level or other first designated level. Asshould be appreciated, the relationship between the primary throttlecontrol 404 and the motive control unit, across the entire accessiblerange of output levels of the traction unit 416, is a step-wisefunction, differentiating the system from other systems where throttlelevel is selected continuously across a range, where the relationshipbetween throttle selection and traction unit output is a ramp orcurve-based function.

The primary throttle control 404, and underlying functionality of themotive control unit 414, may be an existing throttle control of thevehicle 402. For example, such systems are found on some types oflocomotives or other rail vehicles.

The incremental notch secondary throttle control 406 includes a secondmanually adjustable control member 420 and a secondary control outputunit 422, which is operably connected to the second control member 420.The second manually adjustable control member 420 includes two (firstand second) switches, buttons, or other selectable control inputs 424,426. The secondary control output unit 422 senses when one of thecontrol inputs 424, 426 is actuated, or is provided with an indicationof when and which of the control inputs 424, 426 is actuated (i.e.,pressing a control input may generate a designated electrical signalwhich is supplied to the secondary control output unit 422). Inresponse, the secondary control output unit 422 outputs a secondarycontrol output signal 428 as a function of which control input 424, 426was actuated, which is communicated to the motive control unit 414.

How the motive control unit 414 uses the secondary control output signal428 can vary depending on a desired operational configuration, but in anembodiment, the secondary control output signal 428 is used as a basisfor a more granular or incremental step-wise throttle selection inbetween the discrete throttle settings of the primary throttle control404. Thus, in the example shown in FIG. 16, the first control input 424is designated for adjusting a discrete throttle setting up by a positiveadjustment factor or one-tenth (0.1) of the range separating adjacentdiscrete throttle settings in the primary throttle control 404, and thesecond control input 426 is designated for adjusting a discrete throttlesetting down by a negative adjustment factor of one-tenth (0.1) of therange separating adjacent discrete throttle settings in the primarythrottle control 404. In operation, when one of the control inputs 424,426 is actuated, information indicative of the control input having beenactuated is supplied to the motive control unit 414, by way of thesecondary control output unit 422 generating a secondary control outputsignal 428 to that effect. In response, the motive control unit 414adjusts the motive control signal 418 accordingly; that is, the motivecontrol signal 418 is a function of both the primary control outputsignal 412 and the secondary control output signal 428, with the grossoutput level of the traction unit 416 being based, in effect, on theprimary control output signal 412, but adjusted up or down based on thesecondary control output signal 428. For the adjustment, in a linearsystem, if the output level range of the traction unit is “X”(designated/minimum traction output to maximum available tractionoutput), and the number of discrete throttle settings of the primarythrottle control is “n”, and the adjustment factor (assumed the same forboth positive and negative in this example) is “y”, then the percentageof total available traction output by which to adjust the output of thetraction unit each time the second manually adjustable control member420 is actuated is =(X/n)·y. For example, if X is simply 100 (0 isminimum output and 100 maximum), and n=8 and y=0.1, as in the example ofFIG. 16, then each time a control input 424, 426 is actuated, thentraction unit output is reduced or increased, as applicable, by 1.25%.

For a locomotive vehicle with “n” discrete notch settings of the primarythrottle control 404, the secondary throttle control 406 allows anoperator to selectively adjust a currently selected notch level up ordown by an adjustment factor of “y” (for symmetric positive and negativeadjustments), or by adjustment factors of “y1” and “y2” in the casewhere the positive and negative adjustment factors, respectively, arenot the same. Thus, for example, for a 0.1 adjustment factor availablethrough the secondary throttle control 406, each time a control input ofthe secondary throttle control 406 is selected, the current notchsetting is raised or lowered by 0.1; for a current notch setting of 7,for example, an operator actuating the first control input 424(corresponding to a 0.1 positive adjustment factor) would increase thenotch level to 7.1, and actuating the second control input 426(corresponding to a 0.1 negative adjustment factor) would decrease thenotch level to 6.9.

In an embodiment of the system 400, actuation of the first manuallyadjustable control member 408 to arrive at a next adjacent discretethrottle setting overrides the current output of the secondary throttlecontrol 406, such that the motive control signal 418 is based solely onthe primary control output signal 412. For example, if the motivecontrol signal 418 currently reflects a throttle setting of 5.7, withthe first manually adjustable control member 408 being currentlypositioned at throttle setting 6 (meaning a downward/negative adjustmentfactor of 0.1 was applied three times), moving the first manuallyadjustable control member 408 to throttle setting 7 would reset themotive control signal 418 to reflect a 7 throttle setting, and movingthe first manually adjustable control member 408 to throttle setting 5would reset the motive control signal 418 to reflect a 5 throttlesetting.

In another embodiment, the motive control signal 418 cannot be setoutside (above or below) its operational range, and actuating thesecondary throttle control 406 for a positive or negative adjustment,when the primary throttle control 404 is at its maximum anddesignated/minimum levels, respectively, has no effect. For example, ifthe primary throttle control 404 is set at a maximum notch or otherthrottle setting of 8, and the first control input 424 (corresponding toa 0.1 positive adjustment factor) is actuated, this has no effect on themotive control signal 418.

In an embodiment of the system 400, information 430 about the motivecontrol signal 418 (in effect, information about the primary controloutput signal 412 as adjusted by the secondary control output signal428) is communicated over a communication channel from the vehicle 402to another vehicle in a consist that is not equipped with a secondarythrottle control 406. The other vehicle is controlled based on theinformation 430, e.g., the information 430 may be fed to a motivecontrol unit 414 of the other vehicle for outputting a motive controlsignal 418 to control traction unit 416 based on the information 430.

As should be appreciated, embodiments of the system 400 implement asecondary throttle control technique that confers more granular controlof the throttle in a step-wise throttle system. Where “in between”traction output is desired, i.e., traction output that would be betweenexisting discrete throttle settings, it eliminates the need to oscillatebetween the notches. The system will work by allowing an operator of alocomotive or other vehicle to increase a notch or other throttlesetting by a measured increment.

In one aspect, the second manually adjustable control member 420 of thesecondary throttle control 406 is implemented as, or as part of, a smartdisplay (e.g., control touchscreen). Thus, “manually adjustable controlmember” means any functionality that allows an operator to select acontrol input, thereby including not only a button, switch, or othermoveable control, but also software-based control selections. In anotheraspect, the secondary throttle control 406 is implemented as astand-alone box that allows an operator to increase a vehicle throttlesetting by a designated increment between primary discrete throttlesettings, with the stand-alone box being configured for use inretrofitting an existing vehicle throttle control system. Thus, in anembodiment, the system 400 is implemented as a retrofit kit thatincludes: (i) the secondary throttle control 406 housed in a smallhousing that can be attached to a vehicle dashboard or other supportsurface in a control cabin; (ii) a software and/or hardware module(e.g., set of computer instructions contained on a tangible medium) forreplacing or augmenting the existing motive control unit 414 of thevehicle to accept and function with secondary control output signals428; and (iii) optionally, cables, wires, or other functional conduits(including wireless conduits) for connecting the secondary throttlecontrol 406 to electrical power and to the motive control unit 414, orat least the secondary throttle control 406 is configured for acceptingcables, wires, or other conduits for this purpose.

Although an adjustment factor of 0.1 is shown as an example in thedrawings, other adjustment factors may be used instead. Additionally,the second manually adjustable control member 420 may be configured toallow an operator to select different levels of positive and/or negativeadjustment factors, such as 0.1 and 0.5 positive adjustment factors and0.1 and 0.5 negative adjustment factors. Also, as noted, the positiveand negative adjustment factors do not have to be the same.

An embodiment of the inventive subject matter relates to a vehiclecontrol method. The vehicle control method comprises generating aprimary control output signal based on a current operator selection of afirst one of a plurality of designated discrete throttle settings of aprimary throttle control. (An output level of a traction unit of thevehicle is step-wise controlled based at least in part on the primarycontrol output signal.) The method further comprises generating asecondary control output signal based on operator actuation of asecondary throttle control. The secondary control output signal isindicative of (contains information indicating) a positive or negativeadjustment of the first one of the plurality of designated discretethrottle settings by a designated amount that is less than an amount ofthrottle variance between adjacent ones of the plurality of designateddiscrete throttle settings. The method further comprises generating amotive control signal based on the primary control output signal and thesecondary control output signal, and controlling the output level of thetraction unit based on the motive control signal.

With reference to FIGS. 16 and 17, another embodiment relates to avehicle control method comprising controlling a traction unit of avehicle as a first step-wise function 450 based on operator selection ofany of a plurality of designated discrete throttle settings of a primarythrottle control. The method further comprises controlling the tractionunit as a second step-wise function 452 based on operator actuation of asecondary throttle control. The second step-wise function is indicativeof a positive or negative adjustment of the designated discrete throttlesettings by a designated amount 454 that is less than an amount 456 ofthrottle variance between adjacent ones of the plurality of designateddiscrete throttle settings.

Another embodiment relates to a method for communicating data in avehicle consist. The method comprises determining that a firstelectronic component in a first vehicle of a vehicle consist is in afailure state. (The vehicle consist comprises at least the first vehicleand a second vehicle, with each vehicle in the consist being adjacent toand mechanically coupled with one or more other vehicles in theconsist.) In the failure state, the first electronic component is unableto perform a designated function of the first electronic component. Upondetermining the failure state, first data is transmitted from the firstvehicle to a second electronic component on the second vehicle, thefirst data being transmitted over a communication channel linking thefirst vehicle and the second vehicle. The method further comprisesoperating the second electronic component based on the first data,wherein the second electronic component performs the designated functionthat the first electronic component is unable to perform.

In another embodiment of the method, the method comprises determiningthat a first electronic component in a first vehicle of the vehicleconsist is in a failure state. First data is transmitted from the firstvehicle to a second electronic component on a second vehicle of thevehicle consist; the first data is designated for the first electroniccomponent, and is transmitted over a communication channel linking thefirst vehicle and the second vehicle. The method further comprisesoperating the second electronic component based on the first data,wherein the second electronic component is similar to the firstelectronic component. In another embodiment, the method furthercomprises transmitting return data from the second electronic componentto the first vehicle over the communication channel, wherein the returndata corresponds to a data format of the first electronic component, andwherein the return data is used by one or more third electroniccomponents on the first vehicle.

Another embodiment relates to a method for communicating data in avehicle consist. The method comprises, for each vehicle of a pluralityof vehicles in the vehicle consist: monitoring at least one electroniccomponent in the vehicle to determine if the at least one electroniccomponent has failed; and for each of the at least one electroniccomponent determined to have failed: transmitting first data from thevehicle or a second vehicle in the consist to a similar electroniccomponent in a third vehicle in the consist, the first data beingdesignated for the electronic component determined to have failed, andthe first data being transmitted over a communication channel linkingvehicles in the vehicle consist; and transmitting return data from thesimilar electronic component to one of the vehicles in the consist, thereturn data being generated by the similar electronic component based onthe first data. Each of the first data and the return data may be highbandwidth network data. Additionally, the method may further compriseidentifying a network address of the similar electronic component,wherein the first data is transmitted based on the network address.

In another embodiment, the method further comprises periodicallyregularly automatically transmitting high bandwidth information aboutrespective operations of each of at least one of the plurality ofvehicles in the vehicle consist over the communication channel to adesignated one of the plurality of vehicles.

Another embodiment relates to a method for communicating data in avehicle consist. The method comprises transmitting first data from afirst vehicle in the consist to each of a second vehicle and a thirdvehicle in the consist, wherein the first data comprises non-networkcontrol information. The method further comprises initiatingtransmission of second data from the first vehicle to at least the thirdvehicle, wherein the second data comprises high bandwidth data and/ornetwork data that at least partially overlaps the first data. (By“overlaps,” it is meant relating to the same command function in avehicle or vehicle consist, e.g., the first and second data may eachcontain throttle commands.) If the second data is available to the thirdvehicle, the third vehicle is controlled based on the second data;otherwise, the third vehicle is controlled based on the first data. Themethod further comprises controlling the second vehicle based on thefirst data, wherein the second vehicle is a legacy vehicle incompatiblewith the second data. According to another aspect, the first data andthe second data may be transmitted over a cable bus interconnecting thefirst, second, and third vehicles, with the first data being orthogonalto the second data.

Additional embodiments of the inventive subject matter relate to asystem and method for vehicle control and, more particularly to systemand method for vehicle control based on shared information ofnon-propulsion consumable resources. In some embodiments, the system andmethod for vehicle control may be configured for use in connection witha rail vehicle, such as a locomotive. FIG. 18 shows a schematic diagramof a vehicle 1800, herein depicted as a locomotive, configured to run ona route 1802 (e.g., a rail) via a plurality of wheels 1814. The vehicle1800 may represent the same or a different vehicle as one or more of theother vehicles described herein, such as the vehicles 18 a-c. Asdepicted, the rail vehicle 1800 includes an engine 1816, such as aninternal combustion engine. A plurality of traction motors 1818 aremounted on a truck frame 1820, and are each connected to one or more ofthe plurality of wheels 1814 to provide tractive power to selectivelypropel and retard the motion of the rail vehicle 1800.

As used herein, “non-propulsion consumable resources” are resourceswhich are constrained as to on-board available supply, at least withrespect to a specific time period, but that are not related to vehiclepropulsion (e.g., fuel or stored energy). Examples of non-propulsionconsumable resources include sand or other tractive material in sandreservoirs/hoppers, and pressurized air in an air compressor system orreservoir contained on one or more rail vehicles. As will be readilyappreciated, compressed air may technically be classified as anunlimited resource as long as there is energy to compress the air, butair availability is limited by compressor cycle time (e.g., if thecompressed air reservoir is depleted there is a delay inre-charging/re-pressurizing the reservoir). In this respect, pressurizedair may be considered a non-propulsion consumable resource, as itsavailability at any given time is limited at least in terms ofcompressor cycle time.

FIG. 19 is a schematic view of a locomotive or other rail vehicle 1950with on-board non-propulsion consumable resources that are utilized, inthis case, by a tractive effort system 1952, as discussed in detailbelow. As shown therein, the rail vehicle 1950 has at least one wheel1954 for traveling over a rail 1956. The tractive effort system 1952includes a sand/tractive material reservoir 1958, in the form of a tank,capable of holding a volume of tractive material 1960. The system 1952also includes an air reservoir 1962 containing a supply of pressurizedair. The air reservoir 1962 may be a main reservoir equalization tankthat enables the function of numerous operational components of the railvehicle 1950, such as air brakes and the tractive effort system 1952, orit may be a dedicated air reservoir connected to an air compressor foruse by tractive effort system 1952, alone. A tractive material conduit1964 and an air supply conduit 1966 carry the tractive material 1960from the tractive material reservoir 1958 and pressurized air from theair reservoir 1962, respectively, to a nozzle 1968, at which thetractive material 1960 is entrained in the pressurized air stream toaccelerate the tractive material 1960 onto a contact surface 1970 of therail 1956.

As will be readily appreciated, during use of the tractive effort system1952, the available supply of tractive material 1960 in the reservoir1958 is depleted. In addition, the pressure in the air reservoir 1962similarly drops, at least until the air compressor cycles on and is ableto restore the pressure level in the reservoir 1962. Prior to thepressure in the air reservoir being restored, however, there may not beenough pressure in the reservoir 1962 to operate other systems thatutilize pressurized air from the reservoir 1962. In this manner, boththe tractive material and the pressurized air are non-propulsionconsumable resources. The system of the present invention, as discussedbelow, is intended to manage and control the use of such non-propulsionconsumable resources to optimize performance and provide otheradvantages, as hereinafter discussed.

Referring to FIG. 20, a system 2000 for rail vehicle control accordingto an embodiment of the present invention is illustrated in the contextof three vehicles 2002, 2004, 2006, shown in block form. The vehicles2002, 2004, 2006 can represent locomotives, other rail vehicles, orother types of vehicles. Although the system is illustrated in a contextof a three-locomotive consist, it is understood that the system andmethod of the present invention may also be implemented in atwo-locomotive consist or in the consist having more than threelocomotives. In addition, it is intended that the present invention notbe limited to locomotives or train consists specifically, but that thesystem for rail vehicle control may be utilized in connection with railvehicles and vehicle consists, generally.

As shown in FIG. 20, the first locomotive 2002 has a first locomotivecontrol unit 2008 electrically coupled thereto that controls theoperation of the locomotive and the systems contained thereon.Similarly, the second locomotive 2004 has a second locomotive controlunit 2010 and the third rail vehicle has a third locomotive control unit2012. Each of the control units 2008, 2010, 2012 may include aprocessor. As further shown in FIG. 20, the locomotive control units areinterconnected by an intra-consist communications link 2014. It iscontemplated that the link 2014 may be any wired or wireless linkbetween the locomotive control units such as wired or wirelessdistributed power (i.e., remote and/or radio communications), the MUcable which often provides a hard wire communication link amonglocomotives in the consist (low bandwidth), or a high bandwidth/networkcommunications link, e.g., Ethernet over an MU cable, as disclosed inthe '214 application. In an embodiment, the locomotive control units2008, 2010 and 2012 constitute an operator control for use by theoperator to control one or more systems contained on the locomotives ofthe consist. (Although three locomotives are shown schematically in FIG.20, embodiments of the invention are applicable to: locomotive consists,or other consists of powered rail vehicles, “powered” rail vehiclesreferring to rail vehicles capable of self-propulsion; locomotives orother powered rail vehicles that are part of a larger consist and spacedapart from one another by one or more freight cars or other rail carsthat are not capable of self-propulsion; or combinations thereof“Consist” generally refers to any group of linked rail vehicles, whereaslocomotive consist or powered rail vehicle consist refers to a group ofpowered rail vehicles that are linked and immediately adjacent to oneanother. Thus, the communications link 2014 may extend betweenlocomotives or other powered rail vehicles or other rail vehicles thatare immediately adjacent and/or spaced apart in a larger consist.)

Generally, one of the locomotives 2002, 2004 and 2006 would bedesignated a lead locomotive in which an operator may ride. The operatorwould provide input to the control unit of the lead locomotive thatwould communicate corresponding input information to the other controlunits. In this respect, the control unit on the lead locomotive mayfunction as a master control unit for the other locomotives in theconsist.

Each locomotive 2002, 2004 and 2006 may be outfitted with varioussystems containing non-propulsion consumable resources that facilitatethe operation of the locomotives or the consist as a whole and which maybe utilized to perform various functions. For example, one or more ofthe locomotives 2002, 2004 and 2006 may have an on-board sand reservoir(or reservoir for holding another tractive material) that is part of anon-board tractive effort system, such as that described in PCTApplication No. PCT/US2011/042943, which is hereby incorporated byreference herein in its entirety. During travel of the consist, sand ortractive material may be selectively dispensed from the reservoir ontothe rail to increase wheel-rail adhesion during starts or when alocomotive is traveling up hill. Sand in the various sand dispensers isa consumable resource in the sense that there is a finite supply onboard the consist which cannot immediately be replenished. Moreover, oneor more of the locomotives may be outfitted with an on board aircompressor system that is utilized to supply pressurized air to varioussystems and components, such as to the on-board tractive effort systemsdescribed above, and/or additional systems that utilize othernon-propulsion consumable resources.

With further reference to FIG. 20, the first control unit 2008 may be incommunication with a first locomotive sand/tractive material reservoir2016 and a first air compressor and/or pressurized air reservoir 2018 onboard the first locomotive 2002. Likewise, the second control unit 2010may be in communication with a second sand/tractive material reservoir2020 and a second air compressor/reservoir 2022 onboard the secondlocomotive 2004, and the third control unit 2012 may be in communicationwith a third sand/tractive material reservoir 2024 and a third aircompressor/reservoir 2026 on board the third locomotive 2006.

Information regarding a level or other status of the non-propulsionconsumable resources, e.g., the level of sand in the sand reservoirs2016, 2020, 2024 and the pressure of air in the aircompressors/reservoirs 2018, 2022, 2026, may be communicated to therespective locomotive control units 2008, 2010, 2012. In particular, theamount of any given non-propulsion consumable resource remainingon-board a given locomotive may be directly monitored in real-time usingone or more sensors. In an embodiment, a sensor (not shown) isassociated with the first locomotive air compressor/reservoir 2018,which can detect a pressure of the air within the reservoir and relaythis value to the first locomotive control unit 2008. Similarly, asensor or gauge (not shown) is associated with the first locomotive sandreservoir 2016, which can detect a level/volume of sand in the firstlocomotive sand reservoir and likewise input this value to the firstlocomotive control unit 2008. Known sensors may be employed. The secondand third control units 2010, 2012 can receive information regarding thelevels of the non-propulsion consumable resource contained on the secondand third locomotives 2004, 2006, respectively, in the same manner.

In an embodiment, alternatively, each control unit 2008, 2010, 2012 mayindirectly calculate the amount of any given non-propulsion consumableresource remaining on board the respective locomotives utilizing analgorithm or look-up tables stored in the control units. For example,the amount of sand remaining in the first locomotive sand reservoir 2016may be determined by calculating the amount of sand dispensed from thereservoir 2016 during a single dispensing event based on the known flowrate of sand (which may be selectively set or varied as described in PCTApplication No. PCT/US2011/042943, noted above) and duration of thedispensing event. The total amount of sand dispensed form the reservoir2016 since the beginning of travel may then be calculated by adding upthe calculated amount of sand dispensed over all dispensing events, andsubtracting this value from the reservoir capacity or the startingvolume of sand in the reservoir 2016. As will be readily appreciated,utilizing this “indirect” method, the amount of a non-propulsionconsumable resource on-board a given locomotive is determined based onknown parameters, rather than a direct reading from a sensor, gauge,etc.

In operation, throughout travel of the consist, each locomotive controlunit 2008, 2010, 2012 collects and stores information regarding a levelof the non-propulsion consumable resources remaining on the respectivelocomotives 2002, 2004, 2006 with which the control units areassociated. Indeed, at any point during travel, the first locomotivecontrol unit 2008 stores values representing the amount of sandremaining in the first locomotive sand reservoir 2016, the pressure inthe first locomotive air reservoir 2018, etc. The second and thirdlocomotive control units 2010, 2012 similarly store values representingthe status of non-propulsion consumable resources remaining on-board thesecond and third locomotives 2004, 2006.

These stored values of the respective levels of the non-consumableresources of each locomotive are communicated or shared through thecommunications link 2014 to each of the locomotive control units 2008,2010, 2012, or to a designated one or more of the control units. In anembodiment, all of the non-propulsion consumable resource level valuesare communicated to the control unit on-board the locomotive that hasbeen designated as the lead locomotive. In this respect, the controlunit on-board the designated lead locomotive functions as a “master”control unit, as discussed hereinafter. In another embodiment, thelocomotives 2002, 2004, 2006 may keep track of the non-propulsionconsumable resource status across all such locomotives in a coordinatedor distributed manner.

In the embodiment where a “master” control unit is designated, themaster control unit may then prioritize the use of the non-propulsionconsumable resources across the entire consist according to a controlalgorithm, e.g., in dependence upon one or more pre-set parameters. Inparticular, the master control unit, or any one or more of the controlunits 2008, 2010, 2012, may have an algorithm embodied within theprocessor(s) of the control units having access to the stored resourcelevels to create a non-propulsion consumable resource priority plan thatoptimizes or otherwise manages the use of the non-propulsion consumableresources in the consist in accordance with the one or morepredetermined parameters. In another embodiment, the control unit mayprioritize the use of the non-propulsion consumable resources on thelocomotive or rail vehicle in the consist having the most of suchresources, or if one locomotive is particularly low on such resources(e.g., below a designated threshold in comparison to levels on othervehicles), prioritize the use of the resources from another locomotive.

In an embodiment, when determining how to prioritize the use of thenon-consumable resources on-board the various locomotives in theconsist, the system 2000 will take into account whether and to whatextent using resources in the various locomotives is fungible. Thus, ifthe system 2000 would otherwise prioritize using sand from the firstlocomotive 2002 over the second locomotive 2004, but using sand of thefirst locomotive 2002 is not equivalent, e.g., in terms of effectivenessor the like, to using sand of the second locomotive 2004 (withinestablished parameters), then the system will not do so. For example,for a consist with three locomotives immediately adjacent one another,applying sand from a second locomotive (e.g., locomotive 2004) insteadof the first locomotive (e.g., locomotive 2002) might be sufficientlyacceptable, from a sand performance or tractive effort level. If thesecond locomotive, however, is instead in the rear of the consist, awayfrom the lead/first locomotive, then this might not be the case.

By monitoring the use and level of non-propulsion consumable resourcesacross all the locomotives of a consist, and adjusting/tailoring the useof such resources in dependence upon the monitored level of resourcesacross all locomotives in the consist (and/or in dependence upon otherpredetermined parameters), a more even distribution of wear and evenconsumption of resources across the consist can be realized. Forexample, the various systems utilizing a certain non-propulsionconsumable resources may be replaced or serviced simultaneously as theyexhibit wear at the same rate, rather than having to take the consistout of service to replace, e.g., a tractive effort system on onelocomotive, and six-months later take the consist out of service againto replace the tractive effort system on another locomotive.Accordingly, efficiency of the consist as a whole is improved and costsavings may be realized.

In an embodiment, it is contemplated that the system 2000 of the presentinvention may be implemented and utilized in conjunction with anon-board energy management system, such as that described in U.S. PatentApplication Publication No. 2007/0219680, which is hereby incorporatedby reference in its entirety.

FIG. 21 illustrates a method 2100 for rail vehicle control based onshared information of non-propulsion consumable resources, according toan embodiment of the present invention. In particular, FIG. 21illustrates a simplified subroutine of a method 2100 for rail vehiclecontrol as carried out by the system 2000 described above. At 2110, twoor more rail vehicles are coupled, either directly adjacent one anotheror spaced apart, in a rail vehicle consist. This coupling also providesa communication link between the rail vehicles, as discussed above. Asshown at 2120, a lead rail vehicle or master rail vehicle and controlunit may then be designated. All vehicles carrying on-board,non-propulsion consumable resources are then automatically detected bythe master control unit, as shown at 2130. At 2140, after thenon-propulsion consumable resource carrying vehicles are detected, thetype and level of non-propulsion consumable resource is detected and asystem starting set point is determined.

As discussed above, according to the control algorithm, the control unitthen adjusts the use of the non-propulsion consumable resources from therespective rail vehicles carrying such resources in dependence upon set(e.g., designated) parameters. For example, the rail vehicle having thelowest available supply of a given resource may be designated “lowest”use priority while the rail vehicle having the greatest available supplymay be designated “highest” use priority. In this manner, the controlunit may create a usage “schedule” to optimize or otherwise manage theuse of the non-propulsion consumable resources by the consist. Asanother example, the designated parameters may include relative levelsof the non-propulsion consumable resources, plus a determination ofwhether use of the non-propulsion consumable resources in different railvehicles is functionally fungible. Thus, the control unit may beconfigured (e.g., according to an algorithm embodied as a set ofinstructions stored in a non-transient medium and accessible by thecontrol unit) to: receive information about determined levels of thenon-propulsion consumable resources in two or more rail vehicles;identify a subset of the two or more rail vehicles where use of thenon-propulsion consumable resources is fungible (e.g., using thenon-propulsion consumable resources in one vehicle is functionally thesame as using the non-propulsion consumable resources in anothervehicle, or functionally the same within a designated threshold); andprioritize use of the non-propulsion consumable resources between thevehicles of the identified subset, e.g., between two of the vehicles ofthe subset, a first one of the vehicles having a greater amount of thenon-propulsion consumable resource than a second one of the vehicles,using the non-propulsion consumable resource of the first vehicle beforethe non-propulsion consumable resource of the second vehicle, at leastuntil the levels are balanced.

In embodiments, a control unit is configured to determine priority ofuse of a non-propulsion consumable resource based on whether use of thenon-propulsion consumable resource is functionally fungible as betweentwo or more rail vehicles. In one embodiment, the control unit isconfigured to generate control signals such that the non-propulsionconsumable resource is firstly used on the rail vehicle having the mostof the non-propulsion consumable resource, but only if such use isfunctionally the same in terms of consist operation (versus using thenon-propulsion consumable resource on another vehicle). In anotherembodiment, the non-propulsion consumable resource is firstly used onthe rail vehicle having the most of the non-propulsion consumableresource, but only if such use is functionally the same in terms ofconsist operation within a designated threshold, such as 5% or 10%. Thatis, if using the non-propulsion consumable resource on the rail vehiclehave the most of the non-propulsion consumable resource will stillprovide the same functionality within 5% or 10%, for example, then thenon-propulsion consumable resource is first used in that rail vehicle.In another embodiment, the control unit is additionally configured totake into account the degree to which there is a disparity betweenlevels of the non-propulsion consumable resource, either generally or inregards to determining if using the resource if functionally fungible.For example, the control unit may be configured to default to using thenon-propulsion consumable resource in a first rail vehicle (e.g., adesignated lead rail vehicle) unless the level of the non-propulsionconsumable resource on the first rail vehicle is less than the level onother, functionally fungible rail vehicles by a designated amount. Inanother example, the control unit is configured to prioritize use of thenon-propulsion consumable resource based on a sliding scale of: (i)relative levels of the resource; and (ii) functional differences withinvarious designated ranges. Thus, as between two rail vehicles in aconsist, if the first rail vehicle has more of the non-propulsionconsumable resource than the second rail vehicle, then the control unitmay be configured to use the non-propulsion consumable resource firstlyon the first rail vehicle if, for example: (i) the levels are apart byat least a first designated amount (e.g., 5%) and the functionality (ofusing the resource on the first rail vehicle versus using the resourceon the second rail vehicle) is the same or within a second designatedamount (e.g., 5%); or (ii) the levels are apart by at least a thirddesignated amount that is greater than the first designated amount(e.g., 20%) and the functionality is within a fourth designated amountthat is greater than the second designated amount (e.g., 10%); or (iii)the levels are apart by at least a fifth designated amount that isgreater than the third designated amount (e.g., 90%) and thefunctionality is within a sixth designated amount that is greater thanthe fourth designated amount (e.g., 50%). In other words, the greaterthe disparity between resource levels (such as one vehicle beingrelatively very low on the resource), the more likely it is that thecontrol unit will use the resource on another rail vehicle with more ofthe resource, even if doing so is less effective.

In another embodiment, a control unit may be configured to create ausage schedule to manage the use of the non-propulsion consumableresources in at least first and second rail vehicles. The control unitreceives first information about the non-propulsion consumableresources, such as the respective currently available level of thenon-propulsion consumable resource in each rail vehicle. The controlunit receives, and/or has access to, respective second information abouthow each rail vehicle uses the non-propulsion consumable resource (e.g.,rates of use), what effect the use has in relation to the consist as awhole, and/or what capability each rail vehicle has, if any, forre-generating the non-propulsion consumable resource over time (forexample, it may be the case that pressurized air can be regenerated overtime by an on-board air compressor). Based on the first and secondinformation, the control unit then generates the schedule, whichspecifies, over a time period, which rail vehicles will use thenon-propulsion consumable resources during which portions of the timeperiod. For example, in the case where use of the non-propulsionconsumable resource is functionally fungible as between plural railvehicles in a consist, the schedule may comprise: using thenon-propulsion consumable resource of the rail vehicle having the mostof the resource, until there is no longer a disparity; and thensequentially switching to using the non-propulsion consumable resourceon all the rail vehicles, each for a designated time period, for bothload balancing and balancing in-service time.

A control subroutine (for the control of non-propulsion consumableresources) is depicted in FIG. 22. As shown at 2200, an operator or anon-board computer selects a specific system that utilizes anon-propulsion consumable resource. For example, if traction is need tofacilitate the consist moving from a dead stop or on an incline, anoperator may call upon a tractive effort system on-board one of thevehicles in the consist to increase wheel-to-route (e.g., wheel-to-rail)adhesion. Upon selection, the designated lead vehicle (anddesignated/determined master control unit) directly or indirectlyassesses the non-propulsion consumable resource level available on oneor more of the vehicles, or on each vehicle, as shown at 2210. In thepresent example of the need to increase tractive effort, the controlunit may assess the tractive material and pressurized air levelavailable on each vehicle. The control unit then identifies the vehiclewith the greatest available amount of the non-propulsion consumableresource (e.g., at 2220, or identifies a vehicle having more of theconsumable resource than one or more other vehicles) and then controlsthe consist so as to utilize the resource from the vehicle having thegreatest available supply (e.g., at 2230, or controls the consist so asto utilize the resource from the vehicle having more of the resourcethan one or more other vehicles). In the present example, the controlunit initiates the tractive effort system on the vehicle having thegreatest available supply of tractive material and/or pressurized air.Alternatively, 2220 may involve the use of a control algorithm todetermine which vehicle the demanded resource should be drawn from, independence upon one or more predetermined parameters, as discussed above(e.g., it may not depend solely on available supply).

As further shown in FIG. 22, if increased wheel-to-route adhesion isstill needed, the control unit may again assess the non-propulsionconsumable resource level available on each rail vehicle and againproceed with 2220 and 2230, as hereinbefore described, until the consistcan travel freely without slippage.

An embodiment of the inventive subject matter relates to a system forcontrolling a consist of at least first and second rail vehicles (orother vehicles). The system comprises a first control unit electricallycoupled to the first rail vehicle, and a second control unitelectrically coupled to the second rail vehicle. The first control unitis configured to receive first signals representing a level of anon-propulsion consumable resource on-board the first rail vehicle. Thesecond control unit is configured to receive second signals representinga level of a non-propulsion consumable resource on-board the second railvehicle. The first control unit and the second control unit are furtherconfigured to communicate information of the level of the non-propulsionconsumable resource on-board the first rail vehicle and the level of thenon-propulsion consumable resource on-board the second rail vehicle,respectively, to one another over a communication link. In anotherembodiment, at least one of the first control unit and the secondcontrol unit is configured to prioritize use of the non-propulsionconsumable resources on-board the first and second rail vehicles independence upon at least one parameter. For example, at least one of thefirst control unit and/or the second control unit may include aprocessor configured for prioritizing the use of the non-propulsionconsumable resources on-board the first and second rail vehicles independence upon at least one parameter. The parameter(s) may include aposition of the first rail vehicle with respect to the position of thesecond rail vehicle in the consist. An algorithm embodied within theprocessor having access to the levels of non-propulsion consumableresources available on-board the first and second rail vehicles may beutilized to create a schedule that optimizes the use of thenon-propulsion consumable resources on-board the first and second railvehicles. The non-propulsion consumable resource may be a tractivematerial for use in an on-board tractive effort system or compressedair. The communication link may be a high-bandwidth communication linkand/or a remote or radio communication link.

In one embodiment, a system for rail vehicle control comprises a controlunit for a first rail vehicle in a consist. The control unit isconfigured to be electrically coupled with the first rail vehicle. Thecontrol unit comprises a processor, and is further configured to receivesignals indicative of amounts of a non-propulsion consumable resourceavailable on-board the first rail vehicle and other rail vehicles in theconsist. The control unit further comprises a set of instructions storedin a non-transient medium accessible by the processor. The instructionsare configured to control the processor to create a schedule thatmanages the use of the non-propulsion consumable resource by the consistbased on the signals indicative of the amounts of the non-propulsionconsumable resource available on-board the first and other rail vehiclesin the consist. The non-propulsion consumable resource may a tractivematerial for use in an on-board tractive effort system or compressed airfor use for various purposes. The amount of non-propulsion consumableresources available on-board each rail vehicle in the consist maytransmitted to the control unit via a communication link including anEthernet over MU communication link. Each of the rail vehicles in theconsist may include a sensor for determining the amount ofnon-propulsion consumable resource on-board the rail vehicle, whereineach sensor is in communication with the control unit for transmittingthe amount of non-propulsion consumable resource thereto.

According to another embodiment, a method for rail vehicle controlcomprises a step of receiving information of a determined first amountof a non-propulsion consumable resource available on-board a first railvehicle in a consist. (The first amount may be determined on the firstrail vehicle using sensors, for example, with information of the outputof the sensors being subsequently communicated.) The method furthercomprises receiving information of a determined second amount of thenon-propulsion consumable resource available on-board a second railvehicle in the consist. (The second amount may be determined on thesecond rail vehicle using sensors, for example, with information of theoutput of the sensors being subsequently communicated.) The methodfurther comprises prioritizing use of the non-propulsion consumableresource in dependence upon the determined first and second amounts. Thestep of prioritizing the use of the non-propulsion consumable resourcecan include the step of determining a position of the first rail vehiclewith respect to the second rail vehicle within the consist. The methodmay also include the step of sharing the determined amounts of thenon-propulsion consumable resource between the first and second railvehicle via a communication link. The communication link may be one ofremote or a radio communications, low bandwidth communications and highbandwidth communications. Moreover, the step of prioritizing use of thenon-propulsion consumable resource may include the steps of comparingthe determined amount of the resource on-board the first rail vehiclewith the determined amount of the resource on-board the second railvehicle and controlling the rail vehicles so as to utilize the resourcefrom the rail vehicle having a greater amount of the resource.

FIG. 23 is a schematic diagram of a vehicle system 2300 traveling alonga route 2302 in accordance with one embodiment of the inventive subjectmatter. The vehicle system 2300 includes several powered vehicles 2304(e.g., powered vehicles 2304A-E) and several non-powered vehicles 2306(e.g., non-powered vehicles 2306A-B) mechanically interconnected witheach other such that the vehicles 2304, 2306 travel together as a unit.The vehicles 2304, 2306 may be connected with each other by couplerdevices 2310. The terms “powered” and “non-powered” indicate thecapability of the different vehicles 2304, 2306 to self-propel. Forexample, the powered vehicles 2304 represent vehicles that are capableof self-propulsion (e.g., that include motors that generate tractiveeffort). The non-powered vehicles 2306 represent vehicles that areincapable of self-propulsion (e.g., do not include motors that generatetractive effort), but may otherwise receive or use electric current forone or more purposes other than propulsion. In the illustratedembodiment, the powered vehicles 2304 are locomotives and thenon-powered vehicles 2306 are non-locomotive rail cars linked togetherin a train. (Examples of non-powered rail vehicles include box cars,tanker cars, flatbed cars, and other cargo cars, and certain types ofpassenger cars.) Alternatively, the vehicle system 2300, poweredvehicles 2304, and/or non-powered vehicles 2306 may represent anothertype of rail vehicle, another type of off-highway vehicle, automobiles,and the like. The route 2302 may represent a track, road, and the like.The vehicles 2304, 2306 may represent one or more of the other vehiclesdescribed herein and the vehicle system 2300 may represent one or moreof the other systems or consists described herein.

In one embodiment, the vehicle system 2300 operates in a distributedpower (DP) arrangement, where at least one powered unit 2304 isdesignated as a lead unit that controls or dictates operational settings(e.g., brake settings and/or throttle settings) of other powered units(e.g., trailing powered units 2304) in the vehicle system 2300. Thepowered units 2304 may communicate with each other to coordinate theoperational settings according to the commands of the leading poweredunit 2304 through one or more communication links, such as a wirelessradio communication link, an electronically controlled pneumatic (ECP)brake line, and the like.

The vehicle system 2300 includes plural sensors 2308 (e.g., sensors2308A, 2308B) that monitor the route 2302 for damage as the vehiclesystem 2300 moves along the route 2302. While only two sensors 2308 areshown in the illustrated embodiment, the vehicle system 2300 may includeadditional sensors 2308. Additionally, while the sensors 2308 are showncoupled with the powered vehicles 2304, one or more of the sensors 2308may be coupled with a non-powered vehicle 2306. The sensors 2308 canexamine the route 2302 for damage such as broken sections of a rail,pitted sections of a road or rail, cracks on an exterior surface orinterior of a rail or road, and the like. The sensors 2308 may be thesame or different types of sensors that examine the route 2302. By“types,” it is meant that the sensors 2308 may use differenttechnologies or techniques to examine the route 2302, such asultrasound, electric current, magnetic fields, optics, acoustics,distance measurement, force displacement, and the like, representingsome different technologies or techniques.

For example, with respect to ultrasound, one or more of the sensors 2308may include an ultrasound transducer that emits ultrasound pulses intothe route 2302 and monitors echoes of the pulses to identify potentialdamage to the route 2302. With respect to electric current, one or moreof the sensors 2308 may include probes that measure the transmission ofelectric current through the route 2302, such as by using a section ofthe route 2302 to close a circuit, to identify damage to the route 2302.An opening of the circuit can be indicative of a broken portion of theroute 2302, such as a broken rail. With respect to magnetic fields, oneor more the sensors 2308 may measure eddy currents in the route 2302when the route 2302 is exposed to a magnetic field. With respect tooptics, the sensors 2308 may acquire video and/or static images of theroute 2302 to identify damage to the route 2302. Alternatively oradditionally, the sensors 2308 may use optics, such as laser light, tomeasure a profile, positions, or displacement of the route 2302 (e.g.,displacement of rails of a track). With respect to acoustics, thesensors 2308 may monitor sounds, such as sounds created when the vehiclesystem 2300 travels over the route 2302, to identify damage to the route2302. With respect to distance measurement, the sensors 2308 may includeprobes that engage the route 2302 to measure distances to or betweenportions of the route 2302 to identify damage. With respect to forcedisplacement, the sensors 2308 may include probes that engage andattempt to push sections of the route 2302 to identify damage and/orstrength of the route 2302.

The sensors 2308 that are in the vehicle system 2300 may be the same ordifferent types of sensors 2308. Additionally or alternatively, one ormore of the sensors 2308 may represent a sensor array that includes twoor more of the same or different types of sensors 2308. The sensors 2308acquire data (e.g., ultrasound data, electric circuit data, eddy currentdata, magnetic data, optic data, displacement data, force data, acousticdata, and the like) that represents a condition of the route 2302. Thisdata is referred to as inspection data.

One of the sensors 2308A is positioned ahead of another one of thesensors 2308B along a direction of travel of the vehicle system 2300.The sensor 2308A that is positioned ahead of the sensor 2308B isreferred to as a leading sensor while the sensor 2308B that ispositioned behind or downstream from the leading sensor 2308A along thedirection of travel of the vehicle system 2300 is referred to as atrailing sensor 2308B. The vehicle 2304, 2306 to which the leadingsensor 2308A is coupled can be referred to as the leading vehicle (e.g.,the leading powered vehicle 2304A) and the vehicle 2304, 2306 to whichthe trailing sensor 2308B is coupled is referred to as the trailingvehicle (e.g., the trailing powered vehicle 2304D).

As the vehicle system 2300 moves along the route 2302, the sensors 2308acquire inspection data of the route 2302 to monitor the condition ofthe route 2302. The sensors 2308 obtain inspection data that is examined(e.g., by a route examination unit) to identify potential sections ofinterest in the route 2302 that may include damage to the route 2302,such as breaks in a rail, cracks in the route 2302, pitting in the route2302, and the like.

FIGS. 24 through 26 illustrate one example of operation of a sensingsystem 2400 of the vehicle system 2300. The sensing system 2400 includesthe sensors 2308 of the vehicle system 2300. Only the leading andtrailing vehicles 2304A, 2304B of the vehicle system 2300 are shown inFIG. 23, but, as described above, one or more powered and/or non-poweredvehicles 2304, 2306 may be disposed between and interconnected with theleading and trailing vehicles 2304A, 2304B. FIG. 24 shows the vehiclesystem 2300 approaching a damaged portion 2404 of the route 2302, FIG.25 shows the leading sensor 2308A of the sensing system 2400 passingover the damaged portion 2404 of the route 2302, and FIG. 26 shows thetrailing sensor 2308B of the sensing system 2400 subsequently passingover the damaged portion 2404 of the route 2302. The damaged portions2404 of the route 2302, such as sections of the route 2302 that includecracks, breaks, pitting, and the like.

In operation, the vehicle system 2300 moves along the route 2302 in adirection of travel 2402. The leading sensor 2308A may acquireinspection data of the route 2302 as the vehicle system 2300 moves alongthe route 2302. The leading sensor 2308A can acquire the inspection dataon a periodic or continual basis, when automatically prompted by acontrol unit (described below) of the vehicle system 2300, and/or whenmanually prompted by an operator of the vehicle system 2300 using aninput device (described below).

When the leading sensor 2308A passes over the damaged portion 2404 ofthe route 2302 (as shown in FIG. 23), the leading sensor 2308A mayacquire inspection data representative of the damage to the route 2302in the damaged portion 2404. This inspection data can be examined by theroute examining unit (described below) of the vehicle system 2300 toidentify potential damage to the route 2302. The sensing system 2400 candesignate the section of the route 2302 that includes the identifiedpotential damage as a section of interest 2500 in the route 2302. Thesection of interest 2500 may be identified as including portions of theroute 2302 in addition to the location where the potential damage isidentified. For example, the sensing system 2400 can designate thesection of interest 2500 as including an additional margin (e.g.,section) of the route 2302 ahead of and/or behind (e.g., along thedirection of travel 2402) the location where the potential damage isidentified. Designating the section of interest 2500 as including moreof the route 2302 than just the exact location of where the potentialdamage is identified can increase the probability that the trailingsensor 2308B can acquire inspection data of the entire damage to theroute 2302 in or near the damaged portion 2404.

Alternatively, the section of interest 2500 may represent an examinedsection of the route 2302, or a section of the route 2302 that is beingexamined for damage relative to other sections of the route 2302. Forexample, the leading sensor 2308A may be activated to acquire inspectiondata only for designated or selected (e.g., autonomously or manuallyselected) portions of the route 2302. The section of interest 2500 mayrepresent at least one of the designated or selected portions that areassociated with potential damage to the route 2302, as determined fromthe inspection data acquired by the leading sensor 2308A.

In response to identifying the section of interest 2500, the sensingsystem 2400 may direct the trailing sensor 2308B to acquire additionalinspection data of the route 2302 in the section of interest 2500. Inone embodiment, the trailing sensor 2308B is inactive (e.g., such as bybeing deactivated, turned OFF, or otherwise not obtaining inspectiondata of the route 2302) until activated by the sensing system 2400 inresponse to the section of interest 2500 being identified frominspection data acquired by the leading sensor 2308A. The sensing system2400 can determine when the trailing sensor 2308B will pass over thesection of interest 2500 (as shown in FIG. 24) based on one or morecharacteristics of the vehicle system 2300.

For example, the sensing system 2400 can determine when the trailingsensor 2308B will pass over the section of interest 2500 based on thevelocity of the vehicle system 2300 along the direction of travel 2402and a separation distance 2400 between the leading and trailing sensors2308A, 2308B along the vehicle system 2300. In an embodiment where thevehicle system 2300 includes several vehicles 2304, 2306 following acurved route 2302 and/or undulating route 2302 (e.g., that passes overone or more hills, mounds, dips, and the like), the separation distance2400 can be measured along the length of the vehicle system 2300 as thevehicle system 2300 curves and/or undulates along the route 2302. Thesensing system 2400 can determine when the trailing sensor 2308B willpass over the section of interest 2500 based on the separation distance2400 and the velocity of the vehicle system 2300 and then direct thetrailing sensor 2308B to acquire the additional inspection data of thesection of interest 2500 when (or just prior to) the trailing sensor2308B passing over the section of interest 2500.

Alternatively, the trailing sensor 2308B may be actively acquiringadditional inspection data of the route 2302 when the sensing system2400 identifies the section of interest 2500 based on the inspectiondata from the leading sensor 2308A. The sensing system 2400 may thenflag or otherwise designate the inspection data acquired by the trailingsensor 2308B when the trailing sensor 2308B passes over the section ofinterest 2500 as being inspection data of interest (e.g., data obtainedfrom the section of interest 2500).

In response to identifying the section of interest 2500, the sensingsystem 2400 may direct the trailing sensor 2308B to acquire theadditional inspection data at a greater (e.g., finer) resolution orresolution level relative to the inspection data acquired by the leadingsensor 2308A. For example, the trailing sensor 2308B may be directed toacquire more measurements of the route 2302 per unit time than theleading sensor 2308A. Alternatively or additionally, the trailing sensor2308B may be directed to acquire measurements having greater detail(e.g., data) of the potential damage to the route 2302 than the leadingsensor 2308A. Alternatively or additionally, the trailing sensor 2308Bmay be directed to acquire a different type of inspection data of theroute 2302 than the leading sensor 2308A. Alternatively or additionally,the trailing sensor 2308B may be directed to acquire more measurements(e.g., more inspection data) of the potential damage to the route 2302than the leading sensor 2308A.

The sensing system 2400 may be in communication with a propulsion system(described below) of the vehicle system 2300 to coordinate movement ofthe vehicle system 2300 with the locations of the leading sensor 2308Aand/or trailing sensor 2308B in response to identification of thesection of interest 2700 in the route 2302.

For example, when the section of interest 2500 is identified based onthe inspection data from the leading sensor 2308A, the sensing system2400 may communicate with a controller (described below) of the vehiclesystem 2300 that autonomously controls the propulsion system of thevehicle system 2300 so that the velocity of the vehicle system 2300slows down when the trailing sensor 2308B passes over the section ofinterest 2700. Alternatively or additionally, the controller maygenerate commands that are output to an operator of the vehicle system2300 to direct the operator to manually control propulsion system of thevehicle system 2300 so that the velocity of the vehicle system 2300slows down when the trailing sensor 2308B passes over the section ofinterest 2700. The vehicle system 2300 can slow down just prior to thetrailing sensor 2308B passing over the section of interest 2700, as soonas the section of interest 2700 is identified, and/or when the trailingsensor 2308B reaches the section of interest 2700. The vehicle system2300 may slow down so that the trailing sensor 2308B can acquire theadditional inspection data at a higher resolution than the inspectiondata from the leading sensor 2308A. For example, if both the leading andtrailing sensors 2308A, 2308B acquire inspection data at the same orapproximately the same rate, then slowing down the vehicle system 2300when the trailing sensor 2308B acquires the inspection data can allowfor more inspection data (e.g., data at a higher resolution) from thetrailing sensor 2308B than the inspection data from the leading sensor2308A. Even if the leading and trailing sensors 2308A, 2308B acquireinspection data at different rates, slowing down the vehicle system 2300can allow for the trailing sensor 2308B to acquire the inspection dataat a greater resolution.

As another example, when the section of interest 2700 is identifiedbased on the inspection data from the leading sensor 2308A, the sensingsystem 2400 may communicate with the propulsion system of the vehiclesystem 2300 in order to change a slack in one or more coupler devices2310 between the connected vehicles 2304, 2306. For example, thepropulsion system may change movement of the vehicle system 2300 so thatforces exerted on one or more of the coupler devices 2310 are modified.The slack may be modified by reducing the slack (e.g., increasing thetensile forces on the coupler device 2310) between the trailing vehicle2304B and one or more of the vehicles 2304, 2306 coupled with thetrailing vehicle 2304B. Reducing the slack can allow for reducedmovement of the trailing vehicle 2304B and the trailing sensor 2308Brelative to the other vehicles 2304, 2306 in the vehicle system 2300.Such reduced movement also can reduce noise in the inspection dataand/or erroneous inspection data acquired by the trailing sensor 2308B.

The operation of the vehicle system 2300 described above allows for thesensing system 2400 to acquire inspection data of one or more sectionsof interest 2700 in the route 2302 by two or more sensors 2308A, 2308Bat two or more different locations in the vehicle system 2300 during asingle pass of the vehicle system 2300 over the section of interest2700. The multiple inspections may be performed to acquire differenttypes of inspection data, different amounts of inspection data,inspection data at different resolutions, and the like, during a singlepass of the vehicle system 2300 over the section of interest 2700.

FIG. 27 is a schematic diagram of one embodiment of the sensing system2400. The sensing system 2400 may be distributed among multiple vehicles2304, 2306 (shown in FIG. 23) of the vehicle system 2300 (shown in FIG.23). For example, a route examining unit 2700 of the sensing system 2400may be disposed on the same or different vehicle 2304, 2306 as theleading sensor 2308A and/or the trailing sensor 2308B. The components ofthe sensing system 2400 may use one or more communication media tocommunicate data signals with each other. For example, the sensingsystem 2400 may communicate through the MU cable as described above,through the ECP train line as described above, through anotherconductive pathway, wirelessly, or a combination thereof. As usedherein, the terms “unit” or “module” (such as the route examining unit2700, communication unit, and the like) include a hardware and/orsoftware system that operates to perform one or more functions. Forexample, a unit or module may include hardware circuits or circuitrythat include and/or are coupled with one or more computer processors,controllers, and/or other logic-based devices that perform operationsbased on instructions stored on a tangible and non-transitory computerreadable storage medium, such as a computer memory. Alternatively, aunit or module may include a hard-wired device that performs operationsbased on hard-wired logic of a processor, controller, or other device.In one or more embodiments, a unit or module includes or is associatedwith a tangible and non-transitory (e.g., not an electric signal)computer readable medium, such as a computer memory. The units ormodules shown in the attached figures may represent the hardware thatoperates based on software or hardwired instructions, the computerreadable medium used to store and/or provide the instructions, thesoftware that directs hardware to perform the operations, or acombination thereof.

The route examining unit 2700 is communicatively coupled (e.g., by oneor more wired and/or wireless communication links) with the leadingsensor 2308A and the trailing sensor 2308B. The communication links canbe wireless radio communications between powered units 2304 in a DParrangement or configuration, as described above, communications over anECP line, communications over the MU cable bus, and the like. The routeexamining unit 2700 is communicatively coupled with the sensors 2308A,2308B to receive inspection data from the sensors 2308A, 2308B and todirect operations of the sensors 2308A, 2308B. For example, in responseto receiving and examining the inspection data from the leading sensor2308A, the route examining unit 2700 may direct the trailing sensor2308B to acquire additional inspection data, as described above. In oneembodiment, the inspection data obtained by one or more of the sensors2308A, 2308B may be stored in a tangible and non-transitory computerreadable storage medium, such as a computer memory 2702 (e.g., memories2702A, 2702B). The memories 2702A, 2702B may be localized memories thatare disposed at or near (e.g., on the same vehicle 2304, 2306) as thesensors 2308A, 2308B that store the inspection data on the respectivememory 2702A, 2702B.

The route examining unit 2700 includes several modules that perform oneor more functions of the route examining unit 2700 described herein. Themodules include a monitoring module 2704 that monitors operations of thesensors 2308A, 2308B. The monitoring module 2704 may track which sensors2308A, 2308B are acquiring inspection data (e.g., which sensors 2308 areactive at one or more points in time) and/or monitor the health orcondition of the sensors 2308 (e.g., whether any sensors 2308 aremalfunctioning, such as by providing inspection data having noise abovea designated threshold or a signal-to-noise ratio below a designatedthreshold). The monitoring module 2704 may monitor operations of thevehicle system 2300, such as the velocity of the vehicle system 2300and/or forces exerted on one or more coupler devices 2310 (shown in FIG.23) in the vehicle system 2300.

An identification module 2706 examines the inspection data provided bythe sensors 2308. The identification module 2706 may receive theinspection data from the leading sensor 2308A and determine if theinspection data is indicative or representative of potential damage tothe route 2302. For example, with respect to ultrasound data that isacquired as the inspection data, the identification module 2706 mayexamine the ultrasound echoes off the route 2302 to determine if theechoes represent potential damage to the route 2302. Additionally oralternatively, the identification module 2706 may form images from theultrasound echoes and communicate the images to an output device(described below) so that an operator of the vehicle system 2300 canmanually examine the images. The operator may then manually identify thepotential damage and/or confirm identification of the potential damageby the identification module 2706.

The identification module 2706 may examine changes in electric currenttransmitted through the route 2302, such as by identifying openings orbreaks in a circuit that is otherwise closed by the route 2302. Theopenings or breaks can represent a broken or damaged portion of theroute 2302. The identification module 2706 can examine the eddy currentsin the route 2302 when the route 2302 is exposed to a magnetic field inorder to determine magnetoresistive responses of the route 2302 (e.g., arail). Based on these responses, the identification module 2706 canidentify potential cracks, breaks, and the like, in the route 2302.

The identification module 2706 can examine videos or images of the route2302 to identify damage to the route 2302. Alternatively oradditionally, the identification module 2706 may examine a profile,positions, or displacement of the route 2302 to identify potentialdamage. The identification module 2706 may form images from the videos,images, profiles, positions, or displacement and communicate the imagesto an output device (described below) so that an operator of the vehiclesystem 2300 can manually examine the images. The operator may thenmanually identify the potential damage and/or confirm identification ofthe potential damage by the identification module 2706.

The identification module 2706 can examine the sounds (e.g., frequency,duration, and the like) measured by the sensors 2308 to identifypotential damage to the route 2302. The identification module 2706 canexamine distances to or between portions of the route 2302 and comparethese distances to known or designated distances to identify potentialdamage to the route 2302. The identification module 2706 may examineforce measurements from probes of the sensors 2308 that engage andattempt to push sections of the route 2302 to identify potential damageand/or mechanical strength of the route 2302 (which can be indicative ofpotential damage to the route 2302).

The identification module 2706 identifies the location of the potentialdamage, such as by identifying where the section of interest 2500 (shownin FIG. 25) is located along the route 2302. The identification module2706 may communicate with a location determination system (describedbelow) of the vehicle system 2300 to determine where the section ofinterest 2500 is located. For example, upon identifying the potentialdamage, the identification module 2706 can obtain the current locationof the vehicle system 2300 (or a previous location of the vehicle system2300 that corresponds to when the inspection data indicative of thepotential damage was acquired) and designate the location as thelocation of the section of interest 2500.

The route examining unit 2700 includes a control module 2708 thatcontrols operations of the sensing system 2400. The control module 2708can transmit signals to the sensors 2308 to direct the sensors 2308 toactivate and/or begin collecting inspection data of the route 2302. Thecontrol module 2708 may instruct the sensors 2308 as to how muchinspection data is to be obtained, the resolution of the inspection datato be obtained, when to begin collecting the inspection data, how longto collect the inspection data, and the like. The control module 2708can communicate with the identification module 2706 to determine whenpotential damage to the route 2302 is identified.

In one embodiment, the control module 2708 automatically directs thesensors 2308 to acquire inspection data. For example, responsive to theleading sensor 2308A acquiring inspection data that is indicative ofpotential damage to the route 2302, the control module 2708 mayautonomously (e.g., without operator intervention or action) direct thetrailing sensor 2308B to begin acquiring the additional inspection data,as described herein.

The control module 2708 may select the resolution level at which thetrailing sensor 2308B is to acquire the additional inspection data fromamong several available resolution levels (e.g., resolution levels thatthe trailing sensor 2308B is capable of acquiring). For example, thetrailing sensor 2308B may be associated with several differentresolution levels that acquire the inspection data at differentresolutions. When the control module 2708 determines that the inspectiondata acquired by the leading sensor 2308A indicates potential damage tothe route 2302, the control module 2708 can select at least one of theresolution levels of the trailing sensor 2308B and direct the trailingsensor 2308B to acquire the additional inspection level at the selectedresolution level.

In one embodiment, the control module 2708 can autonomously select theresolution level (e.g., without operator input or intervention). Forexample, the control module 2708 can select the resolution level for thetrailing sensor 2308B based on a current speed of the vehicle system2300, a category of the potential damage to the route 2302, and/or adegree of the potential damage to the route 2302. Different resolutionlevels can be associated with different speeds, categories of damage,and/or degrees of damage. For example, faster speeds may be associatedwith greater resolution levels while slower speeds are associated withlower resolution levels. As another example, a category of damage thatincludes damage to the interior of the route 2302 (e.g., inside a rail)may be associated with greater resolution levels than a category ofdamage that includes damage to the exterior of the route 2302. Inanother example, greater degrees of damage (e.g., more damage, such as alarger volume of damage, larger pits, larger cracks, larger voids, andthe like) may be associated with a different resolution level thanlesser degrees of damage. Once the speed, category of damage, and/ordegree of damage is determined by the control module 2708 (e.g., such asfrom a speed sensor described below and/or the identification module2706 that identifies the category and/or degree of damage), the controlmodule 2708 determines the associated resolution level, such as frominformation stored in an internal or external memory. The control module2708 may then automatically direct the trailing sensor 2308B to acquirethe additional inspection data at the selected resolution level.

Alternatively, upon identification of potential damage to the route 2302from the inspection data acquired by the leading sensor 2308A, thecontrol module 2708 may direct an output device (e.g., the device 2808described below) to present the operator of the vehicle system 2300 withone or more choices of resolution levels. The resolution levels that arepresented to the operator may be associated with the speed of thevehicle system 2300, category of damage, and/or degree of damage, asdescribed above. The operator may then use an input device (e.g., theinput device 2806 described below) to select the resolution level thatis to be used by the trailing sensor 2308B to acquire the additionalinspection data of the route 2302.

The control module 2708 can communicate with a control unit (describedbelow) of the vehicle system 2300 to control or modify movement of thevehicle system 2300 in response to identification of potential damage tothe route 2302. For example, in response to the identification module2706 determining that the inspection data from the leading sensor 2308Ais indicative of potential damage to the route 2302, the control module2708 can instruct the control unit to slow down movement of the vehiclesystem 2300 prior to the trailing sensor 2308B passing over the sectionof interest 2700 and/or to alter movement of the vehicle system 2300 inorder to change the slack in the vehicle system 2300, as describedabove.

FIG. 28 is a schematic diagram of one embodiment of the powered vehicle2304. The vehicle 2304 may represent the leading vehicle 2304A, thetrailing vehicle 2304B, or another vehicle 2304 shown in FIG. 23. Thevehicle 2304 includes a controller 2800 that controls operations of thevehicle 2304. The controller 2800 may be embodied in hardware and/orsoftware systems that operate to control operations of the vehicle 2304and/or vehicle system 2300. The controller 2800 may include one or morecomputer processors, controllers, and/or other logic-based devices thatperform operations based on instructions stored on a tangible andnon-transitory computer readable storage medium, such as a computermemory 2802. Alternatively or additionally, the controller 2800 mayinclude a hard-wired device that performs operations based on hard-wiredlogic of a processor, controller, or other device.

The controller 2800 is communicatively coupled (e.g., with one or morewired and/or wireless communication links 2804) with various componentsused in operation of the vehicle 2304 and/or vehicle system 2300. Thecontroller 2800 is communicatively coupled with an input device 2806(e.g., levers, switches, touch screen, keypad, and the like) to receivemanual input from an operator of the vehicle 2304 or vehicle system 2300and an output device 2808 (e.g., display device, speakers, lights,haptic device, and the like) to present information to the operator ofthe vehicle 2304 or vehicle system 2300. The input device 2806 may beused by the operator to manually control when one or more of the sensors2308 of the sensing system 2400 (shown in FIG. 2) collect inspectiondata of the route 2302, the resolution of the inspection data that iscollected, the amount of inspection data that is collected, the type ofinspection data that is acquired, and the like. The input device 2806may be used by the operator to manually confirm identification ofpotential damage to the route 2302 based on the inspection data. Theoutput device 2808 can present information concerning the potentialdamage to the route 2302 to the operator, such as the location of thesection of interest 2700, information representative of the inspectiondata (e.g., video, images, numbers, values, and the like, of theinspection data).

A location determination system 2810 is communicatively coupled with thecontroller 2800. The location determination system 2810 obtains datarepresentative of actual locations of the vehicle system 2300 and/or thevehicle 2304. The location determination system 2810 may wirelesslyreceive signals using transceiver and associated circuitry (shown as anantenna 2812 in FIG. 28), such as signals transmitted by GlobalPositioning System satellites, signals transmitted by cellular networks,and the like. The location determination system 2810 may use thesesignals to determine the location of the vehicle system 2300 and/orvehicle 2304, and/or convey the signals to the controller 2800 fordetermining the location of the vehicle system 2300 and/or vehicle 2304.In another embodiment, the location determination system 2810 mayreceive speed data indicative of the velocity of the vehicle system 2300from a speed sensor 2814 of the vehicle 2304 (or another vehicle 2304,2306 in the vehicle system 2300). The location determination system 2810may determine the velocity of the vehicle system 2300 based on the speeddata and can use an amount of time elapsed since passing or leaving adesignated location in order to determine the current location of thevehicle system 2300 or vehicle 2304. As described above, the routeexamining unit 2700 (shown in FIG. 27) of the sensing system 2400 maycommunicate with the location determination system 2810 to obtain thelocation of the vehicle 2304 when the sensor 2308 identifies potentialdamage to the route 2302 in one embodiment.

The controller 2800 is communicatively coupled with a propulsion systemthat includes one or more traction motors (shown as “Traction Motor2816” in FIG. 28) for providing tractive effort to propel the vehicle2304. Although not shown in FIG. 28, the propulsion system may bepowered from an on-board power source (e.g., engine and alternator,battery, and the like) and/or an off-board power source (e.g.,electrified rail, catenary, and the like). The controller 2800 cancommunicate control signals to the propulsion system to control thespeed, acceleration, and the like, of the vehicle 2304. The controlsignals may be based off of manual input received from the input device2806 and/or may be autonomously generated.

For example, when the route examining unit 2700 identifies potentialdamage to the route 2302, the route examining unit 2700 may direct thecontroller 2800 to change movement of the vehicle system 2300. The routeexamining unit 2700 may direct the controller 2800 to slow down movementof the vehicle system 2300 in response to identification of thepotential damage to the route 2302 by the leading sensor 2308A. Thecontroller 2800 may then autonomously control the propulsion system ofthe vehicle 2304 to slow down movement of the vehicle 2304. With respectto other vehicles 2304, 2306 in the vehicle system 2300, the controller2800 may transmit control signals to other vehicles 2304 that direct thevehicles 2304 also to autonomously slow down movement. A communicationunit 2818 (e.g., transceiver circuitry and hardware, such as a wirelessantenna 2820) may be communicatively coupled with the controller 2800 tocommunicate these control signals to the other vehicles 2304 in thevehicle system 2300 so that the other vehicles 2304 slow down movementof the vehicle system 2300. Additionally or alternatively, thecommunication unit 2818 may communicate with the other vehicles 2304,2306 via one or more wired connections extending through the vehiclesystem 2300. In another embodiment, the controller 2800 may generate andcommunicate command signals to the output device 2808 that cause theoutput device 2808 to present information to the operator of the vehiclesystem 2300 to manually control the vehicle system 2300 to slow down thevehicle system 2300.

A force sensor 2822 is connected with the coupler device 2310 formeasuring force data of the coupler device 2310. The force data mayrepresent or be indicative of the amount of slack between theillustrated vehicle 2304 and another vehicle 2304 or 2306 coupled withthe illustrated vehicle 2304 by the coupler device 2310. For example,the force data may represent tensile or compressive forces exerted bythe coupler device 2310. Additionally or alternatively, the force datacan include distance measurements to the other vehicle 2304, 2306 thatis coupled with the illustrated vehicle 2304, which may represent or beindicative of the slack in the coupler device 2310. Additional forcesensors 2802 may be disposed onboard other vehicles 2304, 2306 in thevehicle system 2300 to measure the force data of the coupler devices2310 joining the other vehicles 2304, 2306. The force data may becommunicated to the illustrated vehicle 2304 via the communication unit2818.

The force data can be communicated to the route examining unit 2700 tobe monitored, as described above. If the route examining unit 2700determines that the slack between vehicles 2304, 2306 is to be changed(e.g., increased or reduced) in response to identification of potentialdamage to the route 2302 by the leading sensor 2308A, then the routeexamining unit 2700 can direct the controller 2800 to change movement ofthe vehicle system 2300 to effectuate the change in slack. Thecontroller 2800 can transmit signals to the propulsion system of theillustrated vehicle 2304 and to other vehicles 2304, 2306 in the vehiclesystem 2300 to autonomously apply braking and/or tractive effort toalter the slack between the vehicles 2304, 2306 as requested by theroute examining unit 2700. Alternatively, the controller 2800 maygenerate and communicate command signals to the output device 2808 thatcause the output device 2808 to present information to the operator ofthe vehicle system 2300 to manually control the vehicle system 2300 tochange the slack in the vehicle system 2300, such as by stretching outthe coupler devices 2310 to reduce slack in the vehicle system 2300.

In one embodiment, the route examining unit 2700 may communicate with anoff-board location, such as a dispatch center, a repair or maintenancefacility, and the like, when potential damage to the route 2302 isidentified. For example, in response to the route examining unit 2700identifying potential damage to the route 2302 based on the inspectiondata obtained by the leading sensor 2308A and/or the damage beingconfirmed by examination of the additional inspection data obtained bythe trailing sensor 2308B, the route examining unit 2700 may transmit asignal to the off-board location to request repair to the damagedportion 2404 of the route 2302. This signal may communicate the locationof the section of interest 2700, the location of the actually damagedportion 2404, the time at which the damage was identified, and/or anidentification of the type or category of damage (e.g., external cracks,internal cracks, external pitting, internal voids, displacement oftracks, and the like) to the off-board location via the communicationunit 2818. The type or category of damage can represent a classificationof the damage. For example, one category of damage may be externaldamage to the route 2302 (e.g., damage that is on an exterior surfaceand/or extends to the exterior surface), while another category includesinterior damage (e.g., damage that is inside the route 2302 and not onthe exterior surface). As another example, other categories of damagemay be defined by the evidence of the damage, such as categories ofcracks, pits, voids, and the like. Alternatively, other categories maybe used. The off-board location can then send a repair crew to fixand/or replace the damaged portion 2404 of the route 2302.

In another embodiment, the route examining unit 2700 may communicatewith another vehicle or vehicle system (that is not coupled with thevehicle system 2300) to warn the other vehicle or vehicle system of thedamaged portion 2404 of the route 2302. For example, in response to theroute examining unit 2700 identifying potential damage to the route 2302based on the inspection data obtained by the leading sensor 2308A and/orthe damage being confirmed by examination of the additional inspectiondata obtained by the trailing sensor 2308B, the route examining unit2700 may transmit a signal to one or more other vehicles or vehiclesystems traveling on the route 2302 to warn the other vehicles orvehicle systems of the damaged portion 2404 of the route 2302. Thesignal may be transmitted to designated vehicles or vehicle systems(e.g., addressed to specific vehicles or vehicle systems as opposed tobroadcast to any or several vehicles or vehicle systems within range)using the communication unit 2818. Alternatively, the signal may bebroadcast for reception by any vehicles or vehicle systems within rangeof communication, as opposed to being addressed and sent to specificvehicles or vehicle systems. This signal may communicate the location ofthe section of interest 2700, the location of the actually damagedportion 2404, the time at which the damage was identified, and/or anidentification of the type of damage (e.g., external cracks, internalcracks, external pitting, internal voids, displacement of tracks, andthe like) to the off-board location via the communication unit 2818. Thevehicles or vehicle systems that receive the signal may then adjusttravel accordingly. For example, the vehicles or vehicle systems maychange course to avoid traveling over the damaged portion 2404, may slowdown when traveling over the damaged portion 2404, and the like.

FIG. 29 is a flowchart of one embodiment of a method 2900 for obtaininginspection data of a potentially damaged route. The method 2900 may beused in conjunction with one or more embodiments of the sensing system2400 (shown in FIG. 2). For example, the method 2900 may be used toacquire inspection data of the route 2302 (shown in FIG. 23) from pluralsensors 2308 (shown in FIG. 23) or arrays of sensors 2308 in the vehiclesystem 2300 during a single pass of the vehicle system 2300 over theroute 2302.

At 2902, the vehicle system 2300 travels along the route 2302 whileacquiring inspection data of the route 2302 using the leading sensor2308A of the vehicle system 2300. As described above, the leading sensor2308A may acquire the inspection data periodically, continuously, and/orwhen manually or autonomously prompted to collect the data.

At 2904, a determination is made as to whether the inspection dataobtained by the leading sensor 2308A is indicative of potential damageto the route 2302. As described above, the route examining unit 2700(shown in FIG. 27) can determine if the inspection data from the leadingsensor 2308A represents damage to the route 2302. If the inspection datadoes not indicate potential damage to the route 2302, then additionalinspection data may not need to be acquired by the trailing sensor2308B. As a result, flow of the method 2900 may return to 2902, whereadditional inspection data of the route 2302 is obtained. If theinspection data does indicate potential damage to the route 2302,however, then additional inspection data may be acquired by the trailingsensor 2308B. As a result, flow of the method 2900 may continue to 2906.

At 2906, the section of interest 2700 (shown in FIG. 3) of the route2302 is identified. As described above, the section of interest 2700 isidentified to include the portion of the route 2302 that includes thepotential damage. The section of interest 2700 may be identified bydetermining the location of the leading sensor 2308A when the inspectiondata that is indicative of the potential damage was acquired.

At 2908, the time at which the trailing sensor 2308B is to acquireadditional inspection data of the section of interest 2700 in the route2302 is determined. This time may be determined based on the separationdistance 2600 (shown in FIG. 26) and the velocity of the vehicle system2300. Additionally or alternatively, this time may be determined basedon the separation distance 400 and a designated upcoming change in thevelocity of the vehicle system 2300, such as when the controller 2402(shown in FIG. 24) directs the vehicle system 2300 to slow down for thetrailing sensor 2308B, as described above.

At 2910, a determination is made as to whether measurement conditions ofthe vehicle system 2300 are to be changed for the trailing sensor 2308B.For example, a decision may be made as to whether the vehicle system2300 should slow down to increase the resolution and/or amount of theadditional inspection data acquired by the trailing sensor 2308B. Thisdecision may additionally or alternatively include a determination ofwhether to reduce slack in the coupler devices 2310 of the vehiclesystem 2300 to stretch the vehicle system 2300 and reduce false readingsby the trailing sensor 2308B. For example, reducing slack and stretchingthe vehicle system 2300 may eliminate false readings that may occur withthe trailing sensor 2308B when the trailing vehicle 2304B suddenly jerksor accelerates relative to the other vehicles 2304, 2306.

If the measurement conditions of the vehicle system 2300 are to bechanged, then the movement of the vehicle system 2300 may need to bemodified. As a result, flow of the method 2900 may proceed to 2912.Otherwise, flow of the method 2900 may continue to 2914.

At 2912, movement of the vehicle system 2300 is modified, such as byslowing down speed of the vehicle system 2300 and/or changing slack ofthe vehicle system 2300. As described above, reducing the velocity ofthe vehicle system 2300 may allow more time for the trailing sensor2308B to acquire the additional inspection data. Reducing the slack ofthe vehicle system 2300 (e.g., between the trailing vehicle 2304B and/orone or more other vehicles 2304, 2306) may reduce false readings made bythe trailing sensor 2308B. For example, reducing the slack can stretchthe vehicle system 2300 so that the trailing vehicle 2304B and thetrailing sensor 2308B are not suddenly moved relative to the route 2302.

At 2914, the trailing sensor 2308B is directed to acquire additionalinspection data in the section of interest 2700 of the route 2302. Thetrailing sensor 2308B may be directed to acquire the data at a time whenthe trailing sensor 2308B passes over the section of interest 2700. Inone embodiment, the trailing sensor 2308B may only be activated toacquire the additional inspection data when the section of interest 2700is identified based on the inspection data acquired by the leadingsensor 2308A.

The inspection data acquired by the leading sensor 2308A and/or thetrailing sensor 2308B may be used to identify and/or characterize damageto the route 2302. Acquiring different types of inspection data,acquiring different amounts of inspection data, acquiring the inspectiondata at different resolutions, and the like, during a single pass of thevehicle system 2300 over the potentially damaged portion of the route2302 can be more efficient than using multiple, different, and/orseparate systems or vehicle systems to examine the route 2302.

In another embodiment, a sensing system is provided that includes aleading sensor, a trailing sensor, and a route examining unit. Theleading sensor is configured to be coupled to a vehicle system thattravels along a route. The leading sensor also is configured to acquirefirst inspection data indicative of a condition of the route as thevehicle system travels over the route. The condition may represent thehealth (e.g., damaged or not damaged, a degree of damage, and the like)of the route. The trailing sensor is configured to be coupled to thevehicle system and to acquire additional, second inspection data that isindicative of the condition to the route subsequent to the leadingsensor acquiring the first inspection data. The route examining unit isconfigured to be disposed onboard the vehicle system and to identify asection of interest in the route based on the first inspection dataacquired by the leading sensor. The route examining unit also isconfigured to direct the trailing sensor to acquire the secondinspection data within the section of interest in the route when thefirst inspection data indicates damage to the route in the section ofinterest.

In one aspect, the leading sensor is configured to be coupled with andacquire the first inspection data from a leading vehicle in the vehiclesystem and the trailing sensor is configured to be coupled with andacquire the second inspection data from a trailing vehicle in thevehicle system. The leading vehicle and the trailing vehicle aremechanically directly or indirectly interconnected with each other inthe vehicle system such that, in at least one direction of travel of thevehicle system, the leading vehicle travels over the section of interestin the route before the trailing vehicle.

In one aspect, the leading sensor and the trailing sensor may be coupledto the same vehicle in the vehicle system.

In one aspect, the leading sensor is configured to acquire the firstinspection data and the trailing sensor is configured to acquire thesecond inspection data during a single pass of the vehicle system overthe section of interest in the route.

In one aspect, the first inspection data acquired by the leading sensorand the additional inspection data acquired by the trailing sensor aredifferent types of inspection data.

In one aspect, the leading sensor is configured to acquire the firstinspection data at a lower resolution level and the trailing sensor isconfigured to acquire the second inspection data at a greater resolutionlevel. The resolution levels may represent how much inspection data isacquired per unit time, an amount of inspection data that is acquiredduring a pass of the respective sensor over the section of interest inthe route, and the like.

In one aspect, the leading sensor is configured to be coupled to aleading locomotive and the trailing sensor is configured to be coupledto a trailing locomotive of the vehicle system.

In one aspect, the trailing sensor is configured to acquire the secondinspection data responsive to the route examining unit determining thatthe first inspection data indicates the damage to the route.

In one aspect, the trailing sensor is configured to acquire the secondinspection data only when the route examining unit determines that thefirst inspection data indicates the damage to the route.

In one aspect, the route examining unit is configured to determine whento direct the trailing sensor to begin acquiring the second inspectiondata based on a velocity of the vehicle system and a separation distancebetween the leading sensor and the trailing sensor.

In one aspect, the route examining unit is configured to communicatewith a location determination system of the vehicle system to determinea location of the section of interest in the route and to direct thetrailing sensor to being acquiring the second inspection data based on avelocity of the vehicle system and the location of the section ofinterest.

In one aspect, the route examining unit is configured to direct acontroller of the vehicle system to at least one of autonomously controlthe vehicle system or direct an operator of the vehicle system to slowthe vehicle system down upon determination that the first inspectiondata indicates damage to the route. The controller may be an onboardprocessing device that controls operations of the vehicle system or atleast one of the vehicles.

In one aspect, the route examining unit is configured to direct acontroller of the vehicle system to at least one of autonomously controlthe vehicle system or direct the operator such that the vehicle systemtravels faster over the section of interest when the leading sensorpasses over the section of interest than when the trailing sensor passesover the section of interest. The controller may be an onboardprocessing device that controls operations of the vehicle system or atleast one of the vehicles.

In one aspect, the route examining unit is configured to direct acontroller of the vehicle system to at least one of autonomously controlthe vehicle system or direct an operator of the vehicle system to reduceslack in one or more coupler devices of the vehicle system between thetrailing vehicle and one or more other vehicles in the vehicle systemwhen the first inspection data indicates the damage to the route. Thecontroller may be an onboard processing device that controls operationsof the vehicle system or at least one of the vehicles.

In one aspect, the route examining unit is configured to transmit anotification signal to an off-board location responsive toidentification of damage to the route based on one or more of the firstinspection data and/or the second inspection data, the notificationsignal notifying the off-board location of at least one of a location ofthe damage to the route and/or a type of damage to the route.

In one aspect, the route examining unit is configured to transmit awarning signal to one or more other vehicles or vehicle systemsresponsive to identification of damage to the route based on one or moreof the first inspection data and/or the second inspection data, thewarning signal notifying the one or more other vehicles or vehiclesystems of at least one of a location of the damage to the route and/ora type of damage to the route.

In another embodiment, a method (e.g., for acquiring inspection data ofa route) includes acquiring first inspection data indicative of acondition of a route from a leading sensor coupled to a leading vehiclein a vehicle system as the vehicle system travels over the route,determining that the first inspection data indicates damage to the routein a section of interest in the route, and directing a trailing sensorcoupled to a trailing vehicle of the vehicle system to acquireadditional, second inspection data of the route when the firstinspection data indicates the damage to the route. The leading vehicleand the trailing vehicle are mechanically directly or indirectlyinterconnected with each other in the vehicle system such that theleading vehicle passes over the section of interest of the route beforethe trailing vehicle.

In one aspect, acquiring the first inspection data and directing thetrailing sensor to acquire the second inspection data occurs such thatboth the first inspection data and the second inspection data areacquired during a single pass of the vehicle system over the section ofinterest in the route.

In one aspect, the first inspection data acquired by the leading sensorand the second inspection data acquired by the trailing sensor aredifferent types of inspection data.

In one aspect, acquiring the first inspection data is acquired at afirst resolution level and the second inspection data is acquired at asecond resolution level that is greater than the first resolution level.The resolution levels may represent how much inspection data is acquiredper unit time, an amount of inspection data that is acquired during apass of the respective sensor over the section of interest in the route,and the like.

In one aspect, directing the trailing sensor to acquire the secondinspection data includes directing the trailing sensor when to acquirethe second inspection data based on a velocity of the vehicle system anda separation distance between the leading sensor and the trailingsensor.

In one aspect, the method also includes slowing movement of the vehiclesystem responsive to determining that the first inspection dataindicates the damage to the route.

In one aspect, the method also includes reducing slack in one or morecoupler devices between the trailing vehicle and one or more othervehicles in the vehicle system responsive to determining that the firstinspection data indicates the damage to the route.

In another embodiment, a sensing system includes a leading sensor, atrailing sensor, and a route examining unit. The leading sensor isconfigured to be coupled to a leading rail vehicle of a rail vehiclesystem that travels along a track. The leading sensor also is configuredto acquire first inspection data indicative of a condition of the trackin an examined section of the track as the rail vehicle system travelsover the track. The trailing sensor is configured to be coupled to atrailing rail vehicle of the rail vehicle system and to acquireadditional, second inspection data indicative of the condition to thetrack subsequent to the leading rail vehicle passing over the examinedsection of the track and the leading sensor acquiring the firstinspection data. The route examining unit is configured to be disposedonboard the rail vehicle system. The route examining unit also isconfigured to direct the trailing sensor to acquire the secondinspection data in the examined section of the track when the firstinspection data indicates damage to the track such that both the leadingsensor and the trailing sensor acquire the first inspection data and thesecond inspection data, respectively, of the examined section of thetrack during a single pass of the rail vehicle system over the examinedsection of the track.

In one aspect, the leading rail vehicle and the trailing rail vehicleare locomotives mechanically interconnected with each other by one ormore railcars in the vehicle system.

In one aspect, the first inspection data acquired by the leading sensorand the second inspection data acquired by the trailing sensor aredifferent types of inspection data.

In one aspect, the leading sensor is configured to acquire the firstinspection data at a first resolution level and the trailing sensor isconfigured to acquire the second inspection data at a second resolutionlevel that is greater than the first resolution level.

In one aspect, at least one of the route examining unit or the trailingsensor is configured to select the second resolution level, from among aplurality of available sensor resolution levels, based on at least oneof a current speed of the vehicle system, a category of the damage, or adegree of the damage.

In one aspect, the trailing sensor is configured to acquire the secondinspection data responsive to the route examining unit determining thatthe first inspection data indicates the damage to the track.

In one aspect, the route examining unit is configured to direct acontroller of the vehicle system to at least one of autonomously controlthe rail vehicle system or direct an operator of the rail vehicle systemto slow movement of the rail vehicle system down upon determination thatthe first inspection data indicates damage to the track. The controllermay be an onboard processing device that controls operations of thevehicle system or at least one of the vehicles.

In one aspect, the route examining unit is configured to direct acontroller of the vehicle system to at least one of autonomously controlthe rail vehicle system or direct an operator of the rail vehicle systemto decrease slack in one or more coupler devices that couple thetrailing rail vehicle with one or more other vehicles in the vehiclesystem when the first inspection data indicates the damage to the track.The controller may be an onboard processing device that controlsoperations of the vehicle system or at least one of the vehicles.

In one aspect, a sensing system comprises a leading sensor configured tobe coupled to a leading rail vehicle of a rail vehicle system thattravels along a track. The leading sensor is also configured toautomatically acquire first inspection data indicative of a condition ofthe track in an examined section of the track as the rail vehicle systemtravels over the track. The first inspection data is acquired at a firstresolution level. The sensing system further comprises a trailing sensorconfigured to be coupled to a trailing rail vehicle of the rail vehiclesystem and to automatically acquire additional, second inspection dataindicative of the condition of the track subsequent to the leading railvehicle passing over the examined section of the track and the leadingsensor acquiring the first inspection data. The second inspection datais acquired at a second resolution level that is greater than the firstresolution level. The leading rail vehicle and the trailing rail vehicleare directly or indirectly mechanically connected in the rail vehiclesystem. The sensing system further includes a route examining unitconfigured to be disposed onboard the rail vehicle system. The routeexamining unit is also configured to automatically direct the trailingsensor to acquire the second inspection data in the examined section ofthe track when the first inspection data indicates damage to the track,such that both the leading sensor and the trailing sensor acquire thefirst inspection data and the second inspection data, respectively, ofthe examined section of the track during a single pass of the railvehicle system over the examined section of the track. In one aspect,the rail vehicle system may be a train, and the leading rail vehicle andthe trailing rail vehicle may be first and second locomotives of thetrain.

In another embodiment, a sensing system includes a route examining unitthat is configured to be disposed onboard a vehicle system that travelsalong a route. The route examining unit also is configured to receivefirst inspection data from a leading sensor configured to be coupled toa leading vehicle of the vehicle system as the vehicle system travelsover the route. The first inspection data is indicative of a conditionof the route in an examined section of the route. The route examiningunit is further configured to identify damage in the examined section ofthe route based on the first inspection data and to direct a trailingsensor to acquire second inspection data in the examined section of theroute responsive to identifying the damage. The trailing sensor isconfigured to be coupled to a trailing vehicle of the vehicle systemthat is indirectly or directly mechanically coupled to the leadingvehicle.

In any of the embodiments set forth herein, data communicated to avehicle in a vehicle consist may be used to control the vehicle formoving along a route, or otherwise for controlling a mechanical,electrical, or electro-mechanical system that is operated in relation tothe vehicle moving along the route. That is, the data is received at thevehicle, and the vehicle is controlled, as relating to moving along theroute, based on the informational content of the data.

In the context of “communication link” or “linked by a communicationchannel,” “link”/“linked” refers to both physical interconnections forcommunication (such as over a cable, wire, or other conductor) and towireless communications, using radio frequency or other wirelesstechnologies.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the inventive subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to those of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. §112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable any person ofordinary skill in the art to practice the embodiments of the inventivesubject matter, including making and using any devices or systems andperforming any incorporated methods. The patentable scope of theinventive subject matter is defined by the claims, and may include otherexamples that occur to those of ordinary skill in the art. Such otherexamples are intended to be within the scope of the claims if they havestructural elements that do not differ from the literal language of theclaims, or if they include equivalent structural elements withinsubstantial differences from the literal languages of the claims.

The foregoing description of certain embodiments of the inventivesubject matter will be better understood when read in conjunction withthe appended drawings. To the extent that the figures illustratediagrams of the functional blocks of various embodiments, the functionalblocks are not necessarily indicative of the division between hardwarecircuitry. Thus, for example, one or more of the functional blocks (forexample, processors or memories) may be implemented in a single piece ofhardware (for example, a general purpose signal processor,microcontroller, random access memory, hard disk, and the like).Similarly, the programs may be stand-alone programs, may be incorporatedas subroutines in an operating system, may be functions in an installedsoftware package, and the like. The various embodiments are not limitedto the arrangements and instrumentality shown in the drawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the inventive subjectmatter are not intended to be interpreted as excluding the existence ofadditional embodiments that also incorporate the recited features.Moreover, unless explicitly stated to the contrary, embodiments“comprising,” “including,” or “having” an element or a plurality ofelements having a particular property may include additional suchelements not having that property.

Since certain changes may be made in the above-described systems andmethods for communicating data, without departing from the spirit andscope of the inventive subject matter herein involved, it is intendedthat all of the subject matter of the above description or shown in theaccompanying drawings shall be interpreted merely as examplesillustrating the inventive concept herein and shall not be construed aslimiting the inventive subject matter.

What is claimed is:
 1. A system comprising: a fault determination module configured for deployment in a first vehicle and further configured to determine that a first electronic component in the first vehicle is in a failure state of the first electronic component, wherein in the failure state the first electronic component is unable to perform a first designated function using first data; a data transmitter module configured to transmit the first data from the first vehicle to a second vehicle in response to the fault determination module determining that the first electronic component is in the failure state, for a second electronic component in the second vehicle to perform the first designated function using the first data when the first electronic component is unable to perform the first designated function using the first data, the first vehicle linked with the second vehicle by a communication channel; a data receiver module configured for deployment in the first vehicle and further configured to receive second data from at least one of the second vehicle or a third vehicle; and a data processor module configured to be operably connected to the data receiver module and to perform a second designated function, using the second data, of a third electronic component of said at least one of the second vehicle or the third vehicle when the third electronic component is in a failure state of the third electronic component and unable to perform the second designated function using the second data.
 2. The system of claim 1, wherein at least one of the data transmitter module or the data receiver module is configured to transmit the first data or receive the second data, respectively, as network data over the communication channel.
 3. The system of claim 2, wherein at least one of the data transmitter module or the data receiver module is configured to transmit the first data or receive the second data, respectively, as high bandwidth network data over the communication channel, the communication channel comprising at least one of an MU cable bus that interconnects the vehicles or an ECP line that interconnects the vehicles.
 4. The system of claim 2, wherein for transmission of the first data from the first vehicle to the second vehicle in response to the fault determination module determining that the first electronic component is in the failure state, at least one of the fault determination module or the data transmitter module is configured to format the first data for including a network address of the second electronic component instead of a network address of the first electronic component.
 5. The system of claim 1, wherein: the data processor module is configured to generate third data relating to the second designated function performed by the data processor module using the second data and that the third electronic component is unable to perform; and the data transmitter module is further configured to transmit the third data to said at least one of the second vehicle or the third vehicle.
 6. The system of claim 1, wherein: the data processor module is configured to generate third data relating to the second designated function performed by the data processor module using the second data and that the third electronic component is unable to perform; and the data transmitter module is further configured to transmit the third data off-board the vehicles.
 7. The system of claim 1, wherein the data processor module comprises an electronic component that is similar to the third electronic component.
 8. The system of claim 1, wherein the fault determination module is configured, upon determining that the first electronic component in the first vehicle is in the failure state of the first electronic component, to determine at least one of a type or a function of the first electronic component, and to identify the second electronic component in the second vehicle as being similar to the first electronic component, for the data transmitter module to transmit the first data from the first vehicle to the second electronic component in the second vehicle, based at least in part on the at least one of the type or the function of the first electronic component that is determined.
 9. The system of claim 1, wherein the data receiver module is further configured to receive third data from the second vehicle, the third data relating to the first designated function performed by the second electronic component using the first data and that the first electronic component is unable to perform, and wherein at least one electronic component in the first vehicle is configured to process the third data that is received for at least one of a control function or a communication function of the first vehicle.
 10. The system of claim 9, wherein the at least one electronic component in the first vehicle that is configured to perform the function using the third data is further configured to perform the function based at least in part on a determined physical relationship between the first vehicle and the second vehicle.
 11. The system of claim 1, wherein the communication channel comprises plural discrete electrical pathways, and wherein at least one of the data transmitter module or the data receiver module is configured to transmit the first data or receive the second data, respectively, as high bandwidth network data over only one of the plural discrete electrical pathways.
 12. The system of claim 11, wherein the communication channel comprises at least one of an MU cable bus or an ECP line, said at least one of the MU cable bus or the ECP line comprising the plural discrete electrical pathways, and wherein said only one of the plural discrete electrical pathways comprises one of the plural discrete electrical pathways of the MU cable bus or the ECP line that does not carry analog non-network data or ECP control data, respectively.
 13. A system comprising: a control coordination system configured for deployment in a first vehicle and configured to be directly or indirectly interfaced with at least one first electronic component in the first vehicle; wherein the control coordination system is configured to monitor the at least one first electronic component for determining if the at least one first electronic component has entered a failure state, wherein in the failure state the at least one first electronic component is unable to perform a function using first data; wherein the control coordination system is further configured, upon determining that the at least one first electronic component has entered the failure state, to identify a similar, second electronic component in a second vehicle that is linked with the first vehicle by a communication channel; and wherein the control coordination system is further configured to control transmission of the first data from the first vehicle to the second electronic component in the second vehicle for the second electronic component to perform the function using the first data that the first electronic component is unable to perform due to being in the failure state.
 14. The system of claim 13, wherein the control coordination system is further configured, upon determining that the at least one first electronic component has entered the failure state, to determine at least one of a type or a function of the at least one first electronic component, and to identify the similar, second electronic component in the second vehicle based at least in part on the at least one of the type or the function of the at least one first electronic component that is determined.
 15. The system of claim 13, wherein the control coordination system is configured to control the transmission of the first data from the first vehicle to the second electronic component in the second vehicle as network data over the communication channel.
 16. The system of claim 15, wherein the control coordination system is configured to control the transmission of the first data as high bandwidth network data over the communication channel, the communication channel comprising at least one of an MU cable bus that interconnects the vehicles or an ECP line that interconnects the vehicles.
 17. The system of claim 15, wherein for transmission of the first data from the first vehicle to the second electronic component in the second vehicle, the control coordination system is configured to control formatting of the first data for including a network address of the second electronic component instead of a network address of the at least one first electronic component.
 18. The system of claim 13, wherein the control coordination system is further configured to receive second data from the second vehicle, the second data relating to the function performed by the second electronic component using the first data and that the at least one first electronic component is unable to perform, and wherein at least one electronic component in the first vehicle is configured to process the second data that is received for at least one of a control function or a communication function of the first vehicle.
 19. A system comprising: a fault determination module configured for deployment in a first vehicle and further configured to determine that a first electronic component in the first vehicle is in a failure state, wherein in the failure state the first electronic component is unable to perform a function of the first electronic component using first data related to the first vehicle; a first data transceiver module configured to transmit the first data from the first vehicle to a second vehicle in response to the fault determination module determining that the first electronic component is in the failure state, the first vehicle configured to be linked with the second vehicle by a communication channel; a second data transceiver module configured for deployment in the second vehicle and further configured to receive the first data from the first vehicle over the communication channel; and a second electronic component configured to be operably connected to the second data transceiver module and to process the first data according to the function of the first electronic component of the first vehicle when the first electronic component is unable to perform the function using the first data.
 20. The system of claim 19, wherein: the second electronic component is configured to generate second data relating to the first data as processed by the second electronic component according to the function the first electronic component is unable to perform; and the second data transceiver module is further configured to transmit the second data to the first vehicle over the communication channel. 